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Westside Master PlanCity of Dania Beach

D A N I A B E A C H W E S T S I D E M A S T E R P L A N

TABLE OF CONTENTS

PAGEExecutive Summary 11. Introduction 32. Existing Conditions 103. Regional Context 344. Public Participation 545. Master Plan 576. Recommendations 747. Conclusion 828.

APPENDICES A. Economic Analysis B. Community Involvement Report

TABLE OF CONTENTS


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While the plan recognizes that challenges may have to be addressed if the south runway expands, it strongly recommends that the City place itself in an advantageous position by encouraging redevelopment along the Griffin Road and Anglers Avenue/Ravenswood Road corridors. Doing so will not only help redevelopment efforts if and when the south runway expansion occurs, it also provides the existing businesses along these corridors a much needed boost, thereby improving the over all appearance and economic health of the community while meeting the needs of nearby neighborhoods. Marine and tourism related industry is viewed as desired development along the Ravenswood Road/Anglers Avenue. Along Griffin Road, offices and professional establishments, and neighborhood serving retail mixed with medium to high density residential are envisioned, with a focus on long term transit supportive infrastructure.

In addition, neighborhood serving retail and community serving facilities are absent. Another major issue is that the Westside is the potential impact of noise contamination created by the Fort Lauderdale/Hollywood International Airport’s runway expansion project.

The FAA issued its Record of Decision in December 2008, formally selecting Alternative B1b; the south runway expansion alternative. As of November 2009, however, noise mitigation policies had not been determined. Therefore, this plan focuses on providing development options for all affected areas. The plan is based on community input, tempered by sound planning principles where appropriate. The main focus of this plan is to improve the quality of life in the Westside while taking advantage of opportunities that the Westside has to offer in terms of economic development. As such, there are recommendations for those parts of the Westside that are not affected by the airport at all, but which will benefit from the recommended projects and programs.

EXECUTIVE SUMMARY

Located on the west side of the City of Dania Beach, the Westside study area contains approximately 2,920 acres consisting of a variety of land uses. These include single family and multi-family neighborhoods, some of which are waterfront communities; several mobile home parks; commercial and industrial uses; and, parks and conservation land. The Westside study are is generally the area that is south of SR 84, east of SR 7, north of Stirling Road and west of I-95, although two neighborhoods to the east of I-95 are also included because of the noise impact of the south runway expansion alternative. The Tri-rail station for the Fort Lauderdale/Hollywood International Airport is also located within the study area. Historically parts of Westside were annexed into the City over several years and development occurred in this area under different sets of regulations. Some of the commercial and industrial areas of the Westside have experienced quality development, such as the areas along Anglers Avenue and State Road 84. The location of Westside, proximate to the airport and seaport, the interstate system, the tri-rail station and the inland waterway system, provides it with an incredible opportunity for economic growth.

While there is tremendous opportunity for economic development, there are also issues that must be addressed. These include declining businesses; underutilized land or marginal development; lack of long term community vision; lack of community identity for the nonresidential corridors; and, inadequate pedestrian infrastructure.

executive summary

Neighborhoods in Westside

Closed businesses and vacant pacels along corridors

Existing assets in Westside


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and State Road 7 to the west by modifying the function of Griffin Road to reduce traffic speed and enhance and dignify it as a transit and pedestrian corridor

Improve the appearance and function of the major •corridors within the Westside study area

Encourage and promote logical development and •redevelopment that meets a high standard of quality

Improve the Westside neighborhoods•

Enhance opportunities for active and passive recreation •and community serving facilities within the Westside neighborhoods

Address noise contamination and the resulting economic •impacts should the south runway be expanded

Smart Growth

The City of Dania Beach is committed to setting the framework for positive and sustainable redevelopment throughout the city. In addition to being a signatory of the U.S. Conference of Mayors Climate Protection Agreement, the City has recently adopted a community redevelopment plan that includes sustainable initiatives and is based on smart growth principles. In addition, the City’s new zoning code promotes sustainable building practices. To align with the City’s smart growth and sustainable development commitment, the Westside Master Plan is also based on smart growth principles.

Smart growth provides a means for communities to incorporate more compact building design as an alternative to conventional, land consumptive development. While the Westside Master Plan recommends deepening of the Griffin Road corridor to allow for a more meaningful development, it does not preclude the concept of compact building design.

Project Guiding Principles and Goals

There are five principles that have guided the planning process throughout the preparation of the Westside Master Plan. These are:

Create the highest value for the city and property owners 1. affected by the airport expansion

Encourage economic development 2.

Enhance and support established neighborhoods not 3. affected by the airport

Create a plan that seamlessly ties in with other plans in the 4. region

Create a plan that promotes sustainability5.

The resulting plan contains a number of goals, and numerous recommendations to achieve these goals. Some of the major goals are as follows:

Maximize the potential for east-west transit connections •between the Community Redevelopment Area to the east

executive summary


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INTRODUCTION

Background

The Westside area of the City of Dania Beach is located east of State Road 7, and includes all of the area within the City from State Road 7 to Interstate 95. The Westside also includes residential areas east of Interstate 95 and immediately south of the airport, outside of the expanded Community Redevelopment Area (CRA). The Westside Master Plan has been prepared in response to plans by Broward County that would expand the runways at Fort Lauderdale-Hollywood International Airport.

The Westside Master Plan has been prepared within the context of a number of plans or programs that affect the area. It has been designed to recognize existing planning efforts; economic, environmental, social and demographic conditions; and, to respond in a manner that will provide policy makers with a clear set of alternatives for the future. Those specific plans and programs are described below.

Airport Expansion Plan

The airport has a significant effect on the Westside. Any number of alternatives for expansion, and variations of these alternatives, have been considered. The various alternatives being considered for expansion of the Fort Lauderdale-Hollywood International Airport have the potential for adversely affecting the Westside, particularly if the south runway expansion plan is implemented. For the purposes of this study, the expansion plans that have been considered are the following:

1. No expansion 2. North runway expansion3. South runway expansion

The Federal Aviation Administration (FAA) has selected expansion of the south runway as the preferred alternative. Consideration of the two additional alternatives, however, and creating redevelopment concepts for the Westside under each of these alternatives places Dania Beach in a proactive position and readies the City for any future eventuality.

Map 1: Westside study area boundary

Introduction


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Dania Beach Community Redevelopment Area Plan

This plan, adopted in early 2009, expands the boundaries of the original Community Redevelopment Area (CRA) and includes plans for upgrades to the downtown and four residential areas. The CRA plan focuses on the retention and expansion of the marine industry. This creates an opportunity for the Westside Master Plan to strengthen the link between the marine industry areas created by the CRA and Marina Mile/State Road 84, especially along the Ravenswood Road/Anglers Avenue corridor and the Dania Cut-off Canal.

The CRA plan also includes recommendations for development of hotel and tourist related uses proximate to Interstate 95 and in the Dania Beach Heights area. The Westside Master Plan takes those recommendations into consideration to ensure that hotel and tourist activities in the Westside are coordinated with those of the CRA.

State Road 7 Master Plan

The State Road 7 Master Plan is a plan that was created in 2004 for the Town of Davie, the City of Hollywood and the Seminole Nation. It envisions a number of changes along State Road 7 that, when implemented, will affect the Westside. Although the westernmost City limit is not contiguous to State Road 7, the City is separated from the arterial by a strip of property that has minimal depth. As are result, it is anticipated that any meaningful redevelopment on State Road 7 will affect, if not include, the western edge of Westside.

It is anticipated that most of these impacts of the State Road 7 Master Plan will be positive. Redevelopment plans for the areas adjacent

to the intersections of Griffin and Stirling Roads and Orange Drive; the North End Industrial area at Oakes Road; the C-11 Canal/Griffin Road Marina neighborhood; the Seminole Nation neighborhood; and, the changes proposed along State Road 7 itself all present opportunities for the Westside Master Plan. The existence of these external plans provides a chance to develop a master plan that is consistent and complimentary with the “bigger picture”, and to take advantage of the housing, transportation, open space and business attraction opportunities they offer.

Dania Beach CRA Plan graphics

Introduction

SR 7 Master Plan


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Chapter

Long-Term Transit Plans

There are a number of long-term transit plans that will have a direct effect on the Westside and provide excellent transit opportunities. The State Road 7 Master Plan, discussed above, is based on assumptions of a greatly expanded transit system in Broward County. State Road 7 is considered by Broward County to be a top transit priority. The South Florida Regional Transit Authority (SFRTA) currently operates its Tri-Rail system on the CSX railway corridor and maintains an active station in the Westside area at Griffin Road. The SFRTA is coordinating with the City

of Dania Beach for construction of a multi-level parking structure to serve that station. The CRA plan was updated in large part because of planned transit operations on the Florida East Coast (FEC) railway corridor. Currently phase two of the South Florida East Coast Corridor Transit Analysis Study is underway, which will analyze options for transit through the heart of Dania Beach and 27 other cities in eastern Broward, Miami-Dade and Palm Beach counties. This will add a second major north-south rail transit route in South Florida and will necessitate the expansion of the east-west components of Broward County’s transit system. The Griffin Road corridor in the Westside will realize many opportunities for growth and redevelopment as a result of this project.

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JUNE 2008

L E G E N D

BROWARD COUNTYYEAR 2030

COST FEASIBLE TRANSIT PLAN

0 1 2Miles

EXISTING CONDITIONS

PROPOSED IMPROVEMENT TYPE

Rapid Transit System

Express Bus with Limited StopsRapid Bus

BCT Regular Service ImprovementsNew Route*Headway Improvements for Existing Fixed Bus Routes

Neighborhood and Regional Transit CentersFixed Bus Route

Regional Transit

(SR

7 T

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it B

ridge

)

Neighborhood and Regional Transit CentersTri-Rail CorridorRail Transit (Technology & alignment to be determined)

(Headway Improvements)

Prepared by:BROWARD METROPOLITAN PLANNING ORGANIZATION(LCK - 2030CostFeasibleTransit.mxd)

Prepared by:BROWARD METROPOLITAN PLANNING ORGANIZATION(LCK - 2030CostFeasibleTransit.mxd)

Source: www.broward.org

Broward County 2030 Cost Feasable Transit Plan

Introduction

Map 2: Regional transit corridors


2

page 6

Chapter

Broward County Greenways System

There are four proposed Greenway Plan facilities within the area of the Westside Plan and one proposed immediately adjacent to the area across the Dania Cut-off Canal at the Broward County Boater’s Park. Redevelopment plans for the Griffin Road corridor west of Ravenswood Road/Anglers Avenue is aligned with that portion of the Greenway Plan known as the Griffin/Orange Drive Greenway. The Dania Cut-off Canal makes up the southern leg of the waterway trail, identified on the Potential Greenways System as the New River Loop. The Central Trail on the FPL right-of-way is located in the area south of Griffin Road and north of Stirling Road between Ravenswood Road/Anglers Avenue. These proposed facilities will provide, at a minimum, transportation and connectivity opportunities for the Westside area. A long range master plan for that area is needed and additional park acreage is needed in the Westside. Planning for the area should incorporate access and connection to the Broward County Potential Greenway System.

History

The area that is generally referred to as the “Westside”, and which is the subject of this plan, is made up of an aggregation of areas, much of which were annexed into Dania Beach over the last two decades. The active marine industries area along State Road 84, known as Marina Mile, was annexed in 1990. Annexations of four areas west of Ravenswood Road/Anglers Avenue in 2001 added a significant area of residential land uses to the City; incorporated all areas between Griffin and Stirling Roads other than those already in the City of Hollywood; and, expanded the western boundaries in this area to a point just east of State Road 7.

Broward County Greenways map for Dania Beach

Map 3: Dania Beach’s annexations

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B1c

At the time of these annexations, the issue of airport expansion was maturing and creating concern about potential impacts to the Westside. The update of the Fort Lauderdale-Hollywood International Airport Master Plan that was performed in 1994 by Broward County indicated a need for expansion of the airport. Since early in the process, the City of Dania Beach has been an active participant in the dialogue.

B5

D1 D2

C1

No Change

B4

B1b - FAA prefered alternative B1c - County prefered alternative

B1

Introduction


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The airport expansion issue is a complicated one. There were nine alternatives being considered during the Draft Environmental Impact Statement (EIS) process (eight development alternatives and a “no action” alternative). During the preparation of the Final EIS, the FAA selected its preferred alternative as the Alternative B1b, over the County preferred B1c, and adopted a Record of Decision on January 9, 2009 formally selecting Alternative B1b. Alternative B1b calls for no operational restrictions of the south runway, which has the effect of maximizing adverse noise impacts in the Westside area. Both the FAA’s and the County’s preferred alternatives are the south runway expansion.

As previously stated, this plan considers three alternative scenarios:

No airport expansion.

Adding a new parallel runway north of the existing main runway (alternative C1) - These runways would be separated by 800 feet and would run on either side of the existing runway alignment. They would not be elevated. Rather, the FEC railroad facilities that are currently located east of the airport would be relocated.

Extension of the south runway (Alternative B1b) – This is the proposed project. It includes extension of Runway 9R-27L to the east by approximately 3,644 feet for a total length of 8,920 feet. The runway would also be widened to 150 feet from its current 100 feet. The runway would be elevated to a minimum of 37.5 feet above mean sea level and a bridge would be constructed to provide clearance over the FEC railway and Federal Highway.

Three runway options analyzed:No change - ANorth runway expansion - C1South runway expansion - B1b

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Project Purpose

The Westside Master Plan project will create redevelopment alternatives that will result in development patterns that are compatible with potential airport expansion alternatives while enhancing residential areas and establishing the opportunity for economic development.

Project Planning Areas

The Westside Master Plan is comprised of the following three sub-areas, made up of roadway corridors with adjacent lands:

Subarea 1: Griffin Road west of Interstate 95 (including land on the north to the Dania Canal) and Stirling Road, with the Ravenswood Road Corridor as the connection

Subarea 2: Griffin Road east of I-95 to the CRA boundary, to include the community of Melaleuca Gardens on the north and the mobile home park on the south

Subarea 3: “Marina Mile” or the State Road 84 Corridor

Project Objectives

Utilizing smart growth principles, develop alternative land uses and program approaches based on the three different airport scenarios

Enhance business opportunities and activity along the corridors based on the three airport alternatives

Identify needed public facilities and amenities that will enhance the neighborhoods

Recommend projects and programs to achieve the project purpose

Provide an economic impact analysis of changes in property value and ad valorem revenues based upon the three airport alternatives

Introduction

Map 4: Westside subareas


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Industrial

The industrial zoning code regulations do not contain any provisions that would prohibit development or redevelopment within the study area.

Residential

The OneCode project predominantly affects residentially zoned property within the City, inclusive of the study area. Multiple provisions have been included to address nonconforming uses and structures. The OneCode streamlines the residential zoning code regulations and does not contain any provisions that would prohibit development or redevelopment within the Westside study area.

EXISTING CONDITIONS

Zoning Regulations

Much of the Westside was developed under early Broward County codes prior to annexation into the City and, therefore, does not reflect development patterns currently considered desirable. For example, much of the commercial development along the corridors has sizeable front setbacks and is typically buffered from the roadway, while some residential development has no set back or buffering. There is no mixed use development. Rather, development patterns are suburban in nature, heavily reliant on automobile use and, therefore, not considered sustainable.

The City has just completed an update of its zoning and land development regulations. The purpose of the project, called OneCode, was to create a single zoning code and unify and simplify code administration. The City had been operating under multiple codes as a result of annexations. If mixed use is an appropriate use for any corridor in Westside, there is no mixed use provision that would be appropriate for the Westside study area.

Commercial

The commercial zoning regulations are adequate to provide development and redevelopment within the study area. However, the commercial regulations are intertwined with residential provisions and, as a result, can be difficult to locate.

The OneCode includes Principal Arterial Commercial Design Standards. The roadways within the Westside that are subject to these design standards are Griffin Road, Stirling Road and Ravenswood Road/Anglers Avenue.

The Principal Arterial Design Standards regulate commercial and residential-office zoning districts that front along any of these three main roadways. The design standards address signage, architectural design and features, screening, landscaping, walls and fencing. The design standards address layout and site design. They do not, however, address parking layout or ingress and egress location and design. In general, the OneCode has provisions for both parking and access but these corridors provide an opportunity for alternative parking layouts and access. Otherwise, the standards should adequately direct desired commercial redevelopment along the corridors within the Westside.

existing conditions

Map 5: Westside zoning


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Land Uses

Table 1: Land Uses in Westside Study AreaLANDUSE ACREAGE

Industrial 585.9Commercial 162.5Commercial Recreation 9.0Office Park 8.7Community Facilities 13.3Conservation 51.9Parks & Recreation 60.3Transportation 50.9Utilities 340.9Water 36.7Estate Residential 32.6Irregular Res Density (10) 43.9Irregular Res Density (6.0) 177.6Irregular Res Density (12-13.5) 6.4Low (3) Residential 9.0Low (5) Residential 480.1Low-Medium (10) Residential 375.1Medium (16) Residential 72.0Medium-High (25) Residential 15.5Total of Acreage of Land Uses 2,532.2Road Right-of-Way 387.6Total Study Area Acreage 2,919.8

Source: City of Dania Beach, 2009.Note: The city has recently developed two new parks and anticipates processing a future land use map amendment to reflect the same. As such, the acreage shown in Table 1 and Map 6 does not reflect the new park areas.

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Map 6: Westside adopted future land uses


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Dania Beach Fire Station 93•Broward County Fire Rescue Station 32•Sheridan House Family Ministries complex, a faith-based •organization that is privately funded through charitable donations and contains on site housing as well as outpatient counseling services.

The City’s adopted comprehensive plan was reviewed to identify any obstacles in achieving the City’s redevelopment goals that may exist. This review determined that the City’s adopted comprehensive plan encourages and supports the overarching goal of positive redevelopment in the City.

Community Facilities

Only 13.4 acres, or 0.4 percent, of the Westside study area is designated for community facilities, all of which are within Subarea 1. There are three community facilities in the study area, two are public facilities and the other is privately owned. These are as follows:

Industrial & Commercial

About one-quarter or 25 percent of the land uses within the study area is industrial and commercial. These uses are concentrated along the City’s main corridors and frame the residential land uses. Although Subarea 2 does not have any industrial or commercial land uses, the majority of Subarea 3 consists of commercial and industrial land uses and a significant portion of Subarea 1 is also comprised of commercial and industrial land uses. While there is a substantial amount of commercial use along the main corridors, neighborhood serving commercial uses are inadequate, and there is no mixed use.

Residential

Over one-third of the study area is comprised of residential land uses. In large part, these residential land uses are separated from the City’s main corridors by more intense land uses, including industrial and commercial. However, there are some areas along the corridors that have residential uses fronting roadways, including areas along Griffin Road. The residential land uses within the study area range from Low to Medium-High density. Subarea 3 does not have any residential land uses, while the majority of Subarea 1 is comprised of residential land uses and all of Subarea 2 consists of residential land uses.

Parks & Recreation

Approximately 60 acres of parks and recreation land uses are within the Westside study area. The largest concentration of this land use is in Subarea 1, although Subareas 2 and 3 have some parks and recreation land use acreage. Additionally, Subarea 3 has approximately 52 contiguous acres of Conservation land use. This conservation area is Secret Woods Nature Conservancy, which is a Broward County park that is partially located within the City (the remaining park area is located in the adjacent municipality of Fort Lauderdale). Although the land use designation is Utilities, there is open space owned by Broward County that is immediately south of Pond Apple Slough and the South New River canal. City parks within the Westside study area include Griffin Marine Park Boat Ramp, Dania Cove (also known as Fuzzy Bunny Cove), Patrick J. Meli Park, Tigertail Park, Forest View Park*, Northside Melaleuca Park.

*These parks are not included in the 60 acres of parks and recreation land uses.

existing conditions

Secret Woods Nature Center, a Broward County park


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Circulation

Circulation includes streets, bike paths and sidewalks, all of which are threads that unify communities. Good streets provide safe and convenient access to interdependent uses, accommodate different modes of transportation, and define the character of a neighborhood by use of landscaping and urban design elements. Traditionally, smaller block sizes and narrower streets with sidewalks and bikeways have been successful in providing efficient and vibrant public spaces whether in a downtown setting or in residential neighborhoods. Additionally, streets should also be laid out in a perceptible hierarchical order, not only to be functional, but to provide a sense of identity and place.

existing conditions

Map 7: Street network in study area


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Interconnectivity

Interconnectivity not only refers to connecting different land uses, but also to creating connections between and among neighborhoods. The interconnectivity of streets, including sidewalks and bike paths or lanes, allows travelers multiple routes to reach the same destination, which results in reduced traffic congestion and increased activity and vibrancy within the community.

In Westside Dania Beach, there is little or no interconnectivity. Most streets are laid out with a north-south orientation. There are very few east-west connector streets. This is particularly true in the residential neighborhoods north and south of Griffin Road. As a result, motorists are required to travel north or south to Griffin Road or Stirling Road, respectively, in order to travel east or west.

Additionally, internal north-south connectors are inadequate. SW 30th Avenue and Ravenswood Road/Anglers Avenue are the only two roadways, other than Interstate 95 and State Road 7, that connect the Marina Mile area with the rest of the City. Of the two, only Ravenswood Road continues further south of Griffin Road, but terminates at Stirling Road. SW 40th Avenue is the only internal street that connects Griffin and Stirling Roads. SW 27th Avenue has the potential to provide a north-south linkage. However, the complete right of way is not available to make that connection.

In addition to poor vehicular connectivity, the Westside study area substantially lacks pedestrian and bicycle connectivity. Map 8 identifies areas where sidewalks are lacking.

existing conditions

Map 8: Sidewalk network in Westside

SW 27th Avenue deadend


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Walkability

Walkable communities not only reduce automobile dependency, but also promote a better quality of life. Walkable communities provide better air quality through reduced auto emissions; provide the opportunity for increased physical activity; enhance social interaction; and, increase safety due to greater human presence. In order for a community to be walkable, there must be adequate pedestrian infrastructure, including attractive, shaded and safe sidewalks and pathways, as well as a destination that is within a comfortable walking distance. In urban design standards, a ten minute walk, which is approximately one-quarter of a mile, is considered a comfortable walking distance. Additionally, sidewalks within a quarter mile radius of important destinations such as parks, schools, local serving retail, transit stops and places of employment are more frequently used than sidewalks that do not provide access to any of these destinations. Map 9 shows a ten-minute walking radius from all existing transit stops.

Map 9: Areas within walking distance of transit stops in Westside

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developments are located along US441 in which this transit route primarily follows. BCT Route 18 is located adjacent to the Dania Beach Westside. Headways are15-minutes (peak) to 45 minutes (off-peak) on Monday through Friday and 30 minutes on Saturdays and Sundays. Operating Hours are from 4:45 a.m. to 12:30 a.m. on Monday through Saturday and 6:45 a.m. to 10:30 p.m. on Sundays.

BCT Route 101BCT Route 101, known as the US-1 Breeze, is a limited stop weekday bus route that connects the intersection of Sample Road and US-1 to the Aventura Mall in Miami-Dade County. Other major destinations along this route include the Broward Central Terminal, Coral Ridge Mall, Broward Central Medical Center, Fort Lauderdale/Hollywood International Airport, and Hollywood Dog Track. BCT Route 101 passes within one-quarter mile of Melaleuca Gardens in Dania Beach and generally follows US-1/Federal Highway north and south. It operates on a 30-minute headway and its hours are generally from 6 a.m. to 7:30 p.m. Monday through Friday. Weekend service is not available.

BCT Route 12BCT Route 12 links the West Regional Medical Center in Plantation to North Beach Park in Hollywood. Its major destinations include the Broward Mall, the South Florida Education Center, Broward Community College, Nova Southeastern University and Oakwood Plaza. BCT Route 12 generally runs west and south of Dania Beach, however, it runs adjacent to the Westside at Stirling Road, near Oakwood Plaza. Headways are generally 45-minutes on weekdays and one-hour on Saturdays and Sundays. Operating hours are from 6:00 a.m. to 8:00 p.m. on Mondays through Saturday, and from 10:00 a.m. to 8:00 p.m. on Sundays.

BCT Route 15BCT Route 15 links the Dania Beach Tri-Rail Station to County Line Road & SW 52 Avenue at the Broward County/Miami-Dade County line. It does not include major destinations as it primarily serves residential areas surrounding 56th Avenue from Griffin Road south to Pembroke Road. BCT Route 15 is generally aligned in a north-south direction, however, in the Westside, it has a more east to west alignment. BCT Route travels through the Westside along Griffin Road and parts of Stirling Road. Headways are 45-minutes on Monday through Saturday and 90 minutes on Sundays. Operating hours are from 5:40 a.m. to 10:00 p.m. on Monday through Saturday, and from 10:15 a.m. to 7:00 p.m. on Sundays.

BCT Route 16BCT Route 16 connects Dania Beach City Hall to Pembroke Lakes Mall in western Broward County. Other major destinations include the Seminole Hard Rock Hotel and Casino, Seminole Indian Bingo and Casino, and the IGFA Hall of Fame and Museum. BCT Route 16 has an east to west orientation through Broward County. It passes along the southern edge of Dania Beach’s Westside, tracing Stirling Road from Flamingo Road to US-1. Headways are 30-minutes on Monday through Friday and 60-minutes on Saturdays and Sundays. Operating hours are from 6:00 a.m. to 10:00 p.m. Monday through Saturday and 10:00 a.m. to 7:00 p.m. on Sundays.

BCT Route 18BCT Route 18 connects the intersection of Sandlefoot Boulevard and US-441 in Palm Beach County to the Golden Glades Park & Ride Lot in Miami-Dade County. There are no other major destinations linked by this route although numerous commercial and residential

Transit Analysis

Broward County Transit

Dania Beach’s Westside is intersected by, adjacent to, or within a quarter-mile of nine Broward County Transit (BCT) fixed bus routes and seven community fixed bus routes. The following information is based on the best available information as of May 26, 2009.

BCT Route 1BCT Route 1 links Broward County’s Central Terminal in Fort Lauderdale to the Aventura Mall in Miami-Dade County. Its major destinations also include Fort Lauderdale/Hollywood International Airport and Port Everglades. BCT Route 1 passes within one-quarter mile of Melaleuca Gardens in Dania Beach and generally follows US-1/Federal Highway north and south. It operates on a 15-minute headway on weekdays and 30-minute headway on weekends. Its operating hours are generally from 5 a.m. to 12:00 midnight Monday through Saturday and from 8:15 a.m. to 9:30 p.m. on Sundays.

BCT Route 4BCT Route 4 links the International Game Fish Association’s (IGFA) Hall of Fame and Museum to the Diplomat Mall in Hallandale Beach. Its major destinations also include the Dania Beach Fishing Pier, Hollywood North Beach, and Dania Jai Alai. BCT Route 4 intersects the Westside at Griffin Road, and its alignment generally forms a backwards “E” through the Cities of Dania Beach, Hollywood, and Hallandale Beach. BCT Route 4 operates on a 45-minute headway. Operating hours are generally from 5:15 a.m. to 12:00 midnight Monday through Friday, from 6:00 a.m. to 11:45 p.m. on Saturday, and from 8:15 a.m. to 9:00 p.m. on Sundays.

BCT Route 6 BCT Route 6 links the Broward County’s Central Terminal in Fort Lauderdale to County Line Road at the Broward County/Miami-Dade County line. Its major destinations include the Broward Center for Performing Arts, the IGFA Fishing Hall of Fame and Museum, Museum of Science and Discovery, and the Riverwalk in Fort Lauderdale. BCT Route 6 runs through the center of Dania Beach’s Westside, tracking along State Road 84, SW 30th Avenue, Griffin Road, Ravenswood Road and Stirling Road. The Route generally operates on a 25 to 30-minute headway. Service is available from 5:15 a.m. to 10:00 p.m. on Monday through Friday. Weekend service does not currently exist.

existing conditions

Map 10: Broward County transit routes in the study area


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BCT Route 441BCT Route 441, known as the 441 Breeze, is a limited stop weekday bus route that connects the intersection of Sample Road and US-441 to the Golden Glades Park and Ride Lot in Miami-Dade County. Other major destinations include Lauderhill Mall and intersections with other regional bus routes serving major destinations throughout Broward County. BCT Route 441 runs north and south along 441 and adjacent to the Dania Beach Westside. Headways are 30-minutes and operating hours are from 5:00 a.m. to 8:00 p.m. on Monday through Friday. Weekend service is not available.

City of Dania Beach Bus Routes

Dania Beach Route 1 EastRoute 1 East is a bus route operated by the City of Dania Beach. It links a number of destinations within the City including City Hall, C.W. Thomas Park, Frost Park, the Winn Dixie Shopping Center and both Publix Shopping Centers east of US-1. Headway times are 30 minutes and operating hours are 9:00 a.m. to 5:45 p.m. Monday through Saturday. Sunday service is not available.

Dania Beach Route 2 WestRoute 2 West is a bus route operated by the City of Dania Beach. It links a number of destinations within the City including the Publix located on Griffin Road, Ravenswood Estates, Oakwood Square K-Mart, Dania Beach Tri-Rail Station, and Dania Beach City Hall. Headway times are 60-minutes and operating hours are 9:00 a.m. to 5:30 p.m. Monday through Saturday. Sunday service is not available.

Davie GreenDavie Green is a bus route operated by the Town of Davie. It links many destinations in the Town of Davie including the South Florida Educational Center to Griffin Gardens which is within one-quarter mile of Dania Beach’s Westside. Davie Green operates on 45-minute headways from 7:00 a.m. to 7:40 p.m. Monday through Friday and 45 minute headways from 8:00 a.m. to 5:00 a.m. on Saturdays. Sunday service is not available.

SFEC/Tri-Rail ExpressThe SFEC/Tri-Rail Express is a bus route operated by the South Florida Regional Transportation Authority. It links the Dania Beach Tri-Rail Station to the South Florida Education Center in Davie, Florida. Buses arrive at the Tri-Rail Station every thirty minutes from 7:00 a.m. to 7:30 p.m. No weekend service is available.

existing conditions

Map 11: Local routes in the study area


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Table 2: Current Headways and Hours of Operation of Bus Routes serving the Dania Beach WestsideRoute Headways Hours of Operation

M-F Sat. Sun. M-F Sat. Sun.BCT Route 1 15 minutes 15 minutes 30 minutes 5:00 a.m. to 12

midnight5:00 a.m. to 12 midnight

8:15 a.m. to 9:30 p.m.

BCT Route 4 45 minutes 45 minutes 45 minutes 5:15 a.m. to 12 midnight

6:00 a.m. to 11:45 p.m.

8:15 a.m. to 9:00 p.m.

BCT Route 6 25 -30 minutes Service Not Available

Service Not Available

5:15 a.m. to 10:00 p.m.



BCT Route 12 45 minutes 60 minutes 60 minutes 6:00 a.m. to 8:00 p.m.

6:00 a.m. to 8:00 p.m.

10:00 a.m. to 8:00 p.m.


5:40 a.m. to 10:00 p.m.

10:15 a.m. to 7:00 p.m.


6:00 a.m. to 10:00 p.m.

10:00 a.m. to 7:00 p.m.

BCT Route 18 15-45 minutes 30 minutes 30 minutes 4:45 a.m. to 12:30 a.m.

4:45 a.m. to 12:30 a.m.

6:45 a.m. to 10:30 p.m.

BCT Route 101 30 minutes Service Not Available


6:00 a.m. to 7:30 p.m.



BCT Route 441 30 minutes Service Not Available


5:00 a.m. to 8:00 p.m.



D.B. Route 1 East 30 minutes 30 minutes Service Not Available

9:00 a.m. to 5:45 p.m.

9:00 a.m. to 5:45 p.m.


D.B. Route 2 West 60 minutes 60 minutes Service Not Available

9:00 a.m. to 5:30 p.m.

9:00 a.m. to 5:30 p.m.


Davie Green 45 minutes 45 minutes Service Not Available

7:00 a.m. to 7:40 p.m.

8:00 a.m. to 5:00 p.m.


SFEC/Tri-Rail Exp. 30 minutes Service Not Available


7:00 a.m. to 7:30 p.m.



Source: Broward County Transit “Maps and Schedules” Available online at http://www.broward.org/bct/mapsandschedules.htm

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Waterways

Extending from the Atlantic Ocean, the Dania Cut-off Canal extends through the middle of Dania Beach Westside. As noted in the Dania Beach Community Redevelopment Agency’s Redevelopment Plan, 2009,

“the Dania Cut-off Canal serves as the City’s front door for the boating industry, opening up to the Intracoastal Waterway, Port Everglades and the Atlantic Ocean. The need for better access via this waterway presents an opportunity to rethink, and ultimately to re-engineer the landside infrastructure…to realize the potential for expansion of the marine industries farther west in the canal.”

The Dania Cut-off Canal is connected to the canal network system via the C-11 Canal and the South New River Canal. A number of residential properties adjacent to the canal have constructed private slips for the mooring of watercraft. For those who do not have direct access to the canal, there is a public boat launching facility located off of Southwest 30th Avenue. There are three bridges over the Dania Cut-off canal located in the study area. They are located at SW 42nd Avenue, SW 30th Avenue, and Anglers Avenue. Interstate 595 and State Road 84 bridge over the South New River Canal within the study area.

existing conditions

Map 12: Waterways in the study area

Thunderbird marine center


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Infrastructure

Potable Water Infrastructure

Nearly all of Dania Beach’s Westside lies within Broward County’s 3A water service area. This means most homes and businesses in the Westside receive potable water directly from Broward County through a service area agreement signed between the City and County. Those that are not served by Broward County are served by the City of Dania Beach. Although there are a few exceptions, the dividing line between the two water service areas is Ravenswood Road. In general, properties west of Ravenswood Road receive water from Broward County, and properties east of Ravenswood Road receive water from the City of Dania Beach. See Map 13, which identifies the water service area.

While the City of Dania Beach maintains a supply, treatment and distribution system, Broward County doesn’t actually supply the water used to serve the 3A water service area. Instead, it purchases treated water from the City of Hollywood through a bulk purchase agreement and maintains the storage and distribution system. The City of Hollywood is responsible for ensuring that there is adequate water supply to service the Broward County 3A service area including the City of Dania Beach’s Westside. Because of this arrangement, it is important for the City to coordinate closely with both the County and the City of Hollywood when developing plans that will have an impact on potable water utilities in the Westside.

Sanitary Sewer Infrastructure

Dania Beach’s Westside is located in Broward County’s 3A wastewater service area. This service area is not the same as the Broward County 3A potable water service area although it is very similar. Broward County maintains an agreement with the City of Dania Beach to provide sanitary sewer service to all areas generally west of Ravenswood Road. Broward County’s service agreement includes maintaining the collection and transmission system and ensuring that there is an adequate connection with the City of Hollywood’s regional wastewater system. All wastewater generated in Broward County’s 3A wastewater service area is treated and disposed of at the City of Hollywood regional wastewater treatment plant. Because of this arrangement, it is important for the City to coordinate closely with both the County and the City of Hollywood when developing plans that will have an impact on wastewater

Map 13: Water service area map; Source: Dania Beach Comprehensive Plan

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Overall, the commercial areas are in fair condition, with long established development in need of repair and maintenance. Most of these nonresidential uses are along the major corridors and many, due to their age and lack of sophisticated development standards at the time they were constructed, present multiple curb cuts. Many of these properties are underutilized. Along Griffin Road, commercial development is typically set back from the street, with parking areas separating the structure from the roadway. Residential development along Griffin Road does not have any buffer, such as a wall or hedge, and there is no substantial setback from the roadway. These development patterns can be considered incompatible with an arterial roadway.

Physical and Aesthetic Conditions

Subarea 1

The residential areas in Subarea 1 are, generally in fair condition. Many of the properties and structures need moderate repair and maintenance. However, the newer residential developments are generally in good condition. Some of the neighborhoods have sidewalks with missing links, limiting pedestrian connectivity. The existing sidewalks are typically in need of minor repairs, while some neighborhoods do not have sidewalks at all. There is also a lack of adequate off-street parking in most residential areas, evidenced by the number of cars parked in front and side yards and along the roadways.

existing conditions

Map 14: Subarea map

Lack of sidewalks

Poor property maintenance

Parking in swales

Business on Griffin Road

City of Dania Beach sign on Griffin Road


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Stirling RoadStirling Road is a well maintained six-lane arterial roadway. The sidewalks are in good condition, with only minor repairs needed in a few areas. Bus stops are located along the corridor and are identified by a transit sign. Although some transit stops provide a bench, there are no bus shelters. Street lighting along the roadway appears to be adequate. However, the height of the street lights are out of proportion with adjacent development, which is generally less than three stories. Medians are sporadically landscaped, some of which are simply sodded and others planted with trees and shrubs. Speeding is an issue along this roadway, which has resulted in several pedestrian deaths. The utility poles along the roadway are a mix of the tall concrete and wood material. Compared to the height of development along Stirling Road, the utility poles are out of scale. The traffic signals consist of new and old with some being the metal mast variety and others being wire and cable. Billboards are seen periodically along the entire stretch of the roadway.

existing conditions

Old wire and cable traffic signal along Stirling Road

Out of scale street lights along Stirling Road

Bus stops without shelters along Stirling Road

Median along Stirling Road

Sidewalk along Stirling Road

Billboards along Stirling Road


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Griffin RoadMuch like Stirling Road, Griffin Road is a well maintained six-lane arterial roadway. The medians are generally landscaped and planted with trees and shrubs. Sidewalks are prevalent along the entire stretch of Griffin Road and are in good condition, with minor repairs needed in some areas. Street lighting along the corridor appears to be adequate. However, the street lights are tall and out of proportion to the development along the roadway. The utility poles consist of tall concrete and wood material and also appear out of scale with the adjacent development. Traffic signalization along the roadway is a mix of new and old, with metal mast and wire and cable varieties. Bus stops are prevalent throughout the corridor and are identified by a transit sign. Some bus stops provide a bench, but no bus shelters are present. Billboards are seen periodically along the entire stretch of the roadway.

existing conditions

Median along Griffin Road

Abandoned business along Griffin Road

Bus stops along Griffin Road

Vacant lot along Griffin Road

Sidewalk and bike lane along Griffin RoadLight and utility poles along Griffin Road


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Ravenswood RoadRavenswood Road is a well maintained two-lane roadway; an important corridor but smaller than Griffin and Stirling Roads. There are no medians and few traffic signals. The few traffic signals that do exist are a mix of metal mast and wire cable. Although the sidewalks that do exist are generally in good repair, they exist sporadically, thereby severely limiting pedestrian connectivity. Street lighting is minimal. Much like the utility poles on Stirling and Griffin Roads, the utility poles on Ravenswood Road are out of proportion with adjacent development.

existing conditions

Bus stop along Ravenswood Road

Sidewalk along Ravenswood Road

Industrial building along Ravenswood Road

Business along Ravenswood Road

Residential development along Ravenswood RoadLight and utility poles along Ravenswood Road


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Subarea 2

Subarea 2 is comprised of two neighborhoods: Melaleuca Gardens, a single family neighborhood, and, Ocean Waterway, an age restricted mobile home park. Both of these neighborhoods are in good condition.

The sidewalks in Melaleuca Gardens are free of debris and provide pedestrian connectivity throughout the neighborhood. In some areas, the sidewalks are in need of minor repair. Overall the properties and structures are in good condition with some minor repair and maintenance needed for some. One major issue for the neighborhood is the extensive power line connections running from older wooden utility poles to the properties. This detracts aesthetically from the community.

The mobile home park, Ocean Waterway, has well maintained, privately owned roadways and common areas. Additionally, the properties and mobile homes are generally in good repair with only minor maintenance and repair needed for some.

Griffin Road, where it abuts the Subarea 2, is well maintained. Landscaping in the median provides an aesthetic buffer on this expansive arterial roadway. Additionally, the concrete wall surrounding the single family neighborhood has a continuous hedge along Griffin Road. Across the street from the subarea is an attractive landscape buffer, hiding the airport which lies directly on the other side.

Subarea 3

Subarea 3 is comprised of nonresidential uses, most of which are industrial. The industrial uses are generally marine related. Also located within this subarea are commercial uses and office parks. Some of these uses are also marine related. The properties and structures are generally in good condition with only minor repair and maintenance needed for a small portion.

State Road 84 (Marina Mile)State Road 84 is a well maintained roadway with extensive medians. Some medians are landscaped with trees, shrubs and are sodded, however, several medians lack landscaping altogether and need to be improved. Sidewalks are generally nonexistent along this roadway. The lighting along State Road 84 is adequate. Although the area is referred to as Marina Mile, it lacks clear identity as there is not adequate signage to indicate a person has arrived to the area.

existing conditions

Melaleuca Gardens

Ocean Waterway mobile home park

Melaleuca Gardens

Ocean Waterway mobile home park

Marina Mile industrial/officeMarina Mile industrial/office

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Housing

The U.S. Census Bureau, Census 2000, data were used to analyze the Westside study area, including comparison to the City and County. The study area is generally covered by Census Tracts 802, 803, 804.02, 804.03 and 804.04. Census Tract 803 was excluded from the analysis as the lands within this tract that are a part of the City are non residential. It is also noted that the remaining census tracts do include lands outside of the City’s municipal boundaries; as such, some of the numbers will not exactly match between the City and study area. However, evaluation of land use data reveals these tracts provide a comprehensive picture of the study area. It is recommended that these numbers be updated with the 2010 census information as it becomes available.

Table 3: Total Housing Units

Broward County City of Dania Beach Study Area

741,043 10,875 7,937Source: U.S. Census Bureau, 2000 U.S. Census, Summary File 3, Table H1.

Although the housing units within the study area account for only 1.1 percent of the County’s housing units, 73 percent of the City’s housing units are located within the study area.

Table 4: Year Structure BuiltB r o w a r d County

City of Dania Beach Study Area

1999 to March 2000 19,130 138 1241995 to 1998 60,852 769 8541990 to 1994 64,154 703 961980 to 1989 157,319 1,981 1,4121970 to 1979 220,745 3,307 2,7871960 to 1969 127,699 1,670 1,4311950 to 1959 70,767 1,624 1,0261940 to 1949 12,615 448 1831939 or earlier 7,762 235 24

Source: U.S. Census Bureau, 2000 U.S. Census, Summary File 3,Table H34.

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Map 15: Westside subareas and census tracts map

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Table 9: Household SizeB r o w a r d County


1 person household 193,728 3,085 2,033



4 person household 83,082 794 736

5-or more person household

60,794 549 473

Source: U.S. Census Bureau, 2000 U.S. Census, Summary File 3, Table H16.

Household size among the study area, the County and City is generally consistent, with the majority of households having 2 persons. Two-person households account for approximately 37 percent of the households in both the study area and the City and about 33 percent in the County. The one person household is also signifi cant within the study area, accounting for 30 percent of all households. This is comparable to the County at 29.6 percent but lower than the City at 34.2 percent.

Table 7: Occupancy Status B r o w a r d County


Occupied 654,445 9,009 6,785Vacant 86,598 1,866 1,152


The vacancy rate of housing units within the study area is about 15 percent, compared to the County and City vacancy rate of 12 and 17 percent, respectively.

Table 8: Vacancy StatusB r o w a r d County


For sale only 12,858 127 92For rent 13,843 288 79Rented or Sold, not occupied

5,174 115 74

For Seasonal Use 49,873 1,208 858

For Migrant Workers 3 0 0

Other 4,847 128 49Source: U.S. Census Bureau, 2000 U.S. Census, Summary File 3, Table H8.

The majority of vacant units in the County, City and study area are for seasonal use; 57.6, 64.7 and 74.5 percent, respectively. Of the City’s 1,208 vacant seasonal units, 71 percent of these units are located within the study area.

Of the County’s vacant units for sale, less than one percent are within the City and study area. However, the study area accounts for 72.4 percent of the vacant units for sale within the City.

The study area accounts for 27 percent of vacant units for rent within the City, whereas the City’s inventory accounts for 2.1 percent of the County’s vacant units for rent.

Approximately 64 percent of unoccupied units that are rented or sold within the City are located within the study area. However, these units account for only 1.4 percent of the County’s unoccupied units that are rented or sold.

Most of the structures were built in the County, the City and the study area between 1970 and 1979. During this time span, on average, approximately 32 percent of housing units were constructed in the County, City and study area. Other signifi cant housing construction periods in the study area were between 1960 to 1969 and 1980 and 1989, each accounting for more than 1,400 housing units.

There are several factors for evaluating the historical signifi cance of a structure. One criterion for such an evaluation is the age of a structure. Generally a structure must be at least 50 years of age or older to potentially qualify as historically signifi cant. In the study area 15.5 percent of the structures are 50 years or older, meaning they were built in 1959 or before. This percentage is signifi cantly higher in the City, with 21.2 percent of structures being at least 50 years of age; however, the percentage dips slightly lower in the County, with 12.3 percent of the structures being at least 50 years of age.

Table 5: Median Year Structure BuiltBroward County City of Dania Beach1977 1974


Table 6: TenureBroward County


Owner occupied 454,625 5,170 5,034

Renter occupied 199,820 3,839 1,751


The majority, or 74.2 percent, of occupied units in the study area are owner-occupied units. This is signifi cantly higher than both the County and City, which are 69.4 percent and 57.4 percent, respectively.

The study area has signifi cantly more owner-occupied units than that of the County and City, as 74.2 percent of the occupied units within the study area are owner-occupied, whereas 69 percent of units in the County are owner-occupied and 57 percent of units in the City are owner-occupied.

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Severely cost burdened owner-occupied households, regardless of mortgage status, make up 15.5 percent of owner-occupied households in the study area, whereas only 12 percent and 13 percent are severely cost burdened in the County and City, respectively. Of these severely cost burdened owner-occupied households, 13.5 percent in the study area have a mortgage, compared to 11.8 percent in the City, and 10.9 percent in the County.

Table 12: Households Receiving Public AssistanceB r o w a r d County


13,555 320 162Source: U.S. Census Bureau, 2000 U.S. Census, Summary File 3, Table P64.

In the study area, 2.4 percent of households are receiving some form of public assistance income. This is comparable to the City, where 3.5 percent of households receive assistance, and the County, where 2.1 percent of households receive assistance.

Table 11: Mortgage Costs as Percentage of Household Income B r o w a r d County


With a mortgageUp to 29 percent 157,331 1,521 1,392

30-49 percent 52,296 408 421

50 percent or more 32,244 380 389

Not computed 1,943 35 17

Without a mortgageUp to 29 percent 45,157 755 574

30-49 percent 4,759 71 19

50 percent or more 3,662 39 58


Total 298,725 3,228 2,879Source: U.S. Census Bureau, 2000 U.S. Census, Summary File 3, Table H94.

Of the owner-occupied households with a mortgage, 52.7 percent are spending 29 percent or less of their income on housing costs in the County, compared to 47.1 percent in the City and 48.3 percent in the study area. In the County, 17.5 percent of owner-occupied households with a mortgage are spending 30 to 49 percent of the household income on housing costs. However, this percentage drops in the City and study area, with 12.6 percent and 14.6 percent, respectively, of the owner-occupied households with a mortgage spending 30 to 49 percent of income on housing costs.

Of the owner-occupied households without a mortgage in the County, 15.1 percent are spending 29 percent or less of their income on housing costs, whereas 23.4 are spending the same in the City and 19.9 percent in the study area. Less than one percent of owner-occupied households without a mortgage in the study area are spending 30 to 49 percent of their income on housing costs, compared to the City at 2.2 percent and the County at 1.6 percent.

HOUSING COST-TO-INCOMEHousing cost-to-income ratio is the percentage of household income spent for mortgage costs or gross rent. Housing is generally considered to be affordable if the household pays no more than 30 percent of income. However, according to the Department of Housing and Urban Development, households spending more than 30 percent of income for housing costs are considered to be “cost-burdened” and households spending more than 50 percent are considered to be “severely cost-burdened.”

Table 10: Gross Rent as Percentage of Household IncomeB r o w a r d County


Up to 29 percent 99,377 2,012 965

30-49 percent 45,338 738 359

50 percent or more 41,629 879 335


Total 199,565 3,839 1,751Source: U.S. Census Bureau, 2000 U.S. Census, Summary File 3, Table H69.

In Broward County, just less than half of the renter-occupied households are spending 29 percent or less on housing costs, whereas in the study area 55 percent of these households are spending 29 percent or less of their income on housing costs. This is also slightly higher than the percentage of renters ---52.4 percent--- spending 29 percent or less of their income on housing costs.

Approximately 21 percent of the renter-occupied households in the study area are spending 30 to 49 percent of their income on housing costs, compared to 22.7 percent in the County and 19.2 percent in the City.

The study area has a lower percentage of households that are severely cost burdened as compared to the City and County. Approximately 19.1 percent of households in the study area are cost burdened compared to 22.9 percent in the City and 20.9 percent in the County.

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The two most signifi cant household income groups in the study area are those earning less than $10,000 per year and those earning between $75,000 and $99,999 annually. In Broward County 9 percent of households are earning less than $10,000 per year. This is slightly higher in the study area at 9.8 percent, and signifi cantly higher in the City at 12.9 percent of households. Of the households earning less than $10,000 annually in the City, almost 57 percent are within the study area. Households earning between $75,000 and $99,999 account for 10.1 percent of the households in the County, which is similar to the study area at 10 percent and slightly lower in the City at 9.6 percent. The percentage of households earning more than $200,000 in the study area is 2.3 percent compared to the County at 2.5 percent and the City at 1.1 percent.

Social Conditions

The U.S. Census Bureau, Census 2000, data were used to analyze the study area, including a comparison to the City and County. The study area is generally included in Census Tracts 802, 803, 804.02, 804.03 and 804.04. Census Tract 803 was excluded from the analysis as the lands within this tract that are a part of the City are nonresidential. It is also noted that the remaining census tracts do include lands outside of the City’s municipal boundaries. Therefore, some of the numbers will not exactly match between the City and study area. However, evaluation of land use data reveals that these tracts provide a comprehensive picture of the study area.

Table 14: Total Population

Broward County City of Dania Beach Study Area

1,623,018 20,119 15,891Source: U.S. Census Bureau, 2000 U.S. Census, Summary File 3, Table P1.

Broward County is included in one of the nation’s largest metropolitan statistical areas (MSA); the Southeast Florida MSA. The 2000 County population was over 1.6 million, of which the City accounted for 1.2 percent and the study area .9 percent. Although less than one percent of the County’s population, the study area comprises 79 percent of the City’s total population.

Table 13: Household IncomeB r o w a r d County


Less than $10,000 59,064 1,175 668$10,000 to $14,999 42,974 732 541$15,000 to $19,999 42,331 747 417$20,000 to $24,999 43,757 709 608$25,000 to $29,999 43,454 627 412$30,000 to $34,999 42,132 621 471$35,000 to $39,999 38,293 557 438$40,000 to $44,999 37,871 478 404$45,000 to $49,999 30,938 483 362$50,000 to $59,999 57,604 690 573$60,000 to $74,999 66,383 689 564$75,000 to $99,999 66,201 870 680$100,000 to $124,999 35,475 273 282$125,000 to $149,999 16,610 143 119$150,000 to $199,999 15,056 185 108$200,000 or more 16,644 103 153Total 654,787 9,082 6,800

Source: U.S. Census Bureau, 2000 U.S. Census, Summary File 3, Table P52.Note: Study area numbers may exceed City totals in some instances because Census Tracts include a portion of other municipalities.

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Map 16: Westside subareas and census tracts map

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Table 17: Poverty Level by AgeB r o w a r d County


Income Below Poverty Level5 years & under 19,299 408 43

6 to 17 years 39,516 821 41918 to 64 years 100,216 1,915 1,079

65 to 75 years & over 25,558 487 240

Income At or Above Poverty Level5 years & under 101,804 812 991

6 to 17 years 214,730 828 1,82418 to 64 years 873,659 11,026 9,154

65 to 75 years & over 229,453 2,556 2,064

Total 1,604,235 19,853 15,814Source: U.S. Census Bureau, 2000 U.S. Census, Summary File 3, Table P87.Note: Study area numbers may exceed City totals in some instances because Census Tracts include a portion of other municipalities.

Approximately 88 percent of the County’s population is at or above the poverty level. Of the almost 12 percent living below the poverty level, about 2 percent is in the City and .9 is in the study area. In the County, City and study area, the largest age group below the poverty level is the 18 to 64 bracket, which accounts for 54.3, 52.7 and 60.6 percent, respectively, of those with incomes below the poverty level. Likewise the largest age group at or above the poverty level is the 18 to 64 bracket, accounting for 61.5 percent in the County, 67.9 percent in the City and 65.2 percent in the study area.

Table 16: RaceB r o w a r d County


White 1,145,656 14,243 13,891Black or African American

329,749 4,764 1,000

American Indian & Alaska Native

3,962 33 42

Asian 36,505 124 247Native Hawaiian & Other Pacifi c Islander

645 19 0

Some other race 47,617 451 494

Two or more races 58,884 485 217


The racial diversity of the study area is similar to the City and County, in that the two largest groups are White and Black or African American. However, the study area has a signifi cantly larger percentage of white people, at 88 percent, than the City and County, at 70.8 percent and 70.6 percent, respectively. The study area also has a signifi cantly smaller percentage of Blacks or African Americans, with 6.3 percent, in comparison to the City and County, with 23.7 and 20.3 percents, respectively.

Table 15: Population by Age GroupB r o w a r d County


Under 1 to 11 years 257,203 2,579 2,124

12 to 17 years 124,258 1,404 1,123

18 to 21 years 65,155 715 662

22 to 29 years 155,527 2,106 1,458

30 to 39 years 271,681 3,297 2,513

40 to 49 years 255,297 3,465 2,904

50 to 59 years 173,158 2,531 1,999

60 to 64 years 60,330 950 697

65 years and up 260,409 3,072 2,311

Source: U.S. Census Bureau, 2000 U.S. Census, Summary File 3, Table P8.

Individuals between the age of 40 and 49 are the largest age group within the City and study area, accounting for 18.3 percent of the population in the study area and 17.2 percent in the City. Within the City’s population aged 40 to 49, 83.8 percent are within the study area. The two other largest age groups within the City and study area are the 30 to 39 year olds and the 50 to 59 year olds.

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Table 20: Employment by Industry for Population 16 Yearsand Over

Broward County

City ofDania Beach

S t u d y Area

Agriculture, forestry, fi shing & hunting, and mining: 2,373 30 14Construction 56,496 843 743Manufacturing 50,521 657 515Wholesale trade 34,578 320 325Retail trade 106,804 1,502 1,178Transportation & warehousing, & utilities 42,891 787 558Information 27,924 246 267Finance, insurance, real estate & rental and leasing 69,046 680 496Professional, scientifi c, management, administrative, & waste management services 88,604 1,041 936Educational, health & social services 134,872 1,559 1,120Arts, entertainment, recreation, accommodation & food services 69,535 1,276 809Other services (except public administration) 41,307 587 574Public administration 33,988 413 311Total 758,939 9,941 7,846


Of the industry categories shown in Table 20, the three largest industry employers of the population within the study area are 1) Retail Trade, 2) Educational, Health and Social Services, and 3) Professional, Scientifi c, Management, Administrative, and Waste Management Services. These industries employ 15, 14.3 and 11.9 percent, respectively, of the population within the study area. These three industries are also signifi cant to the City, as 96.6 percent of the

Table 19: Labor Force by Age Group for Population 16 Years and Older

B r o w a r d County

City ofDania Beach Study Area

16 to 24 years 95,133 974 77125 to 34 years 184,954 2,520 1,80135 to 44 years 231,779 2,839 2,44745 to 54 years 172,571 2,374 1,95955 to 64 years 83,708 1,399 1,06565 years and over 35,012 459 251

Source: U.S. Census Bureau, 2000 U.S. Census, Summary File 3, Table PCT35.

The majority of the labor force is between the ages of 25 and 54 years of age. Within this group, the 35 to 44 age bracket is the largest and accounts for an average of 28 percent of the workforce in the County, City and study area. Additionally, 86 percent of the City’s workforce in this age bracket is within the study area.

The 45 to 54 age bracket accounts for 23.6 percent of the study area’s labor force, which is slightly higher than that of the County and City at 21.5 and 22.5, respectively. However, the labor force in the 25 to 34 age bracket is higher in the County and City compared to the study area at 23.0, 23.9 and 21.7 percent, respectively.

Table 18: Employment Status by SexB r o w a r d County


Total in Labor Force 803,157 10,565 8,294

Female In Labor Force 378,403 4,765 3,867

Male in Labor Force 424,754 5,800 4,427

Total Not in Labor Force 478,321 5,991 4,540

Female Not in Labor Force 296,054 3,504 2,693

Male Not in Labor Force 182,267 2,487 1,847

Total 1,281,478 16,556 12,834Source: U.S. Census Bureau, 2000 U.S. Census, Summary File 3, Table PCT35.

On average, over 63 percent of the total population is in the labor force in the County, City and study area. Also on average, of those in the workforce, men account for 53.6 percent of the labor force in the County, City and study area. Although the City and study area only account for about 1 percent of the County’s workforce, the study area accounts for approximately 79 percent of the City’s workforce.

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Table 23: Self-employed Workers, Incorporated and Not Incorporated Businesses*



Not Incorporated Business

23,979 420 203

Incorporated Business 33,961 559 489

Total 84,933 1,316 962Source: U.S. Census Bureau, 2000 U.S. Census, Summary File 3,Table P51.*For all industries except agriculture, forestry, fi shing and hunting, and mining.

Approximately 12 percent of those in employed in the study area are self-employed, which is slightly lower than the City at 13 percent and slightly higher than the County at 11 percent. As well, the study area accounts for 9.7 percent of the City’s 13 percent of self-employed workers.

Of the construction, extraction and maintenance occupations in the City approximately 11 percent are in the study area, of this occupation employment within the City, 86.7 percent is within the study area.

Table 22: Private Wage and Salary Workers, For-profi t and Not-for-profi t*



Not-for-profi t 11,958 138 128

For-profi t 323,710 4,406 3,574Total 626,714 8,124 6,723

Source: U.S. Census Bureau, 2000 U.S. Census, Summary File 3, Table P51.*For all industries except agriculture, forestry, fi shing and hunting, and mining.

Excluding agriculture and related industries, almost 86 percent of those employed in the study area are working for private companies, which is higher than both the City and County at 81.7 and 82.6 percent, respectively. Additionally, the study area accounts for 67.6 percent of the City’s 81.7 percent employed by private companies.

City’s population employed in the Education, Health and Social Services industry is within the study area, 90 percent of the City’s population employed in the Professional, Scientifi c, Management, Administrative and Waste Management Services industry is within the study area and about 78 percent of City’s population employed in Retail Trade is within the study area.

Table 21: Employment by Occupation for Population 16 Years and Over

Broward County

City of Dania Beach

S t u d y Area

Management, professional, business, fi nancial & related occupations

252,940 2,692 2,175

Service occupations 124,050 1,928 1,313Sales &offi ce occupations 235,165 2,947 2,339

Farming, fi shing, & forestry occupations 1,810 8 41

Construction, extraction, & maintenance occupations

74,207 1,203 1,043

Production, transportation, & material moving occupations

70,767 1,163 935

Total 758,939 9,941 7,846Source: U.S. Census Bureau, 2000 U.S. Census, Summary File 3,Table P50.Note: Study area numbers may exceed City totals in some instances because Census Tracts include a portion of other municipalities.

Of the management, professional, business, fi nancial and related occupations in the City, approximately 22 percent are in the study area, of this occupation employment within the City, 80.7 percent is within the study area.

Of the sales and offi ce occupations in the City approximately 24 percent are in the study area, of this occupation employment within the City, 79.4 percent is within the study area.

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associate’s degree, compared to 10.1 percent in the County and 9 percent in the City. Of those within the study area that are between 35 and 44 years of age, 14.7 percent have earned a bachelor’s degree compared to the County at 18.7 percent and the City at 12.9 percent. Only 3.7 percent of this age bracket within the study area has earned a graduate or professional degree, compared to 9 percent in the County and 5.6 percent in the City.

Vacant Parcels

Currently, there are 121 total vacant acres throughout the Westside. These vacant parcels consist of residentially zoned land (48.79 acres), commercially zoned land (28.56 acres), and industrially zoned land (43.88 acres). Most of the vacant industrially zoned parcels are located in the northern portion of the study area near Marina Mile.

Vacant parcels can be unsightly, contribute to increased crime, unrealized economic potential and a lower tax base. Vacant parcels in residential neighborhoods disrupt neighborhood cohesion and lower property values. The City has the opportunity to acquire the vacant parcels and switch uses with currently developed parcels which are unfriendly to their surrounding uses and move them to a parcel where they are friendlier.

population. Approximately 6 percent of those within the study area have earned a graduate or professional degree, compared to 8.7 percent in the County and 5.2 percent in the City.

Table 25: Educational Attainment for Population between 35 and 44 Years


City of Dania Beach

S t u d y Area

Less than 9th grade 8,375 48 869th to 12th grade, no diploma 30,818 267 445High school graduate (includes equivalency) 74,223 1,082 1,067Some college, no degree 64,092 712 869Associate degree 28,836 243 307Bachelor’s degree 53,500 373 498Graduate or professional degree 25,584 162 125Total 285,428 2,887 3,397

Source: U.S. Census Bureau, 2000 U.S. Census, Summary File 3,Table PCT25.Note: Study area numbers may exceed City totals in some instances because Census Tracts include a portion of other municipalities.

As previously mentioned, those aged 35 to 44 years of age are the most signifi cant age bracket in the labor force, as such the educational attainment for this age bracket is provided. The majority of the City’s and study area’s population in this age bracket have attained a high school diploma (37.5 and 31.4 percent, respectively) or have had some college education (but no degree awarded) (24.7 and 25.6 percent, respectively). Of those within the study area 13.1 percent have had some level of high school education (but no diploma awarded), which is signifi cantly higher than the City and County at 9.2 and 10.8 percent, respectively. A small portion, or 2.5 percent, of the study area’s population within this age bracket has less than a ninth grade education, compared to the County at 2.9 percent and the City at 1.7 percent.

Higher education attainment for this age bracket within the study area is signifi cantly lower in comparison to the County and differs from the City, as well. Approximately 8 percent of those within the study area between 35 and 44 years of age have earned an

Table 24: Educational Attainment for Population Over 25 Years B r o w a r d County

City of Dania Beach

S t u d y Area

Less than 9th grade 61,183 990 5169th to 12th grade, no diploma 142,051 2,321 1,807High school graduate (includes equivalency) 319,416 4,630 3,951Some college, no degree 242,937 3,338 2,703Associate degree 84,388 990 665Bachelor’s degree 178,523 1,817 1,170Graduate or professional degree 98,004 780 707Total 1,126,502 14,866 11,519

Source: U.S. Census Bureau, 2000 U.S. Census, Summary File 3,Table P37.

Half of the County’s population over 25 years of age and the majority of the City’s and study area’s population over 25 years have attained a high school diploma (31.1 and 34.3 percent, respectively) or have had some college education (but no degree awarded) (22.5 and 23.5 percent, respectively). Of those within the study area, 15.7 percent have had some level of high school education (but no diploma awarded), which is on par with the City at 15.6 percent but higher than the County at 12.6 percent. Although, compared to the City and County, a smaller percentage of the population has less than a ninth grade education in the study area, it still accounts for 4.5 percent of the people, compared to 5.4 and 6.7 percent in the County and City, respectively.

Overall, higher education attainment within the study area is a signifi cant ten percent lower in than the County, which is 32 percent. However, it is only slightly lower in comparison to the City, at 24.1 percent. Approximately 6 percent of the 25 years and over population within the study area have earned an associate’s degree, compared to 7.5 percent in the County and 6.7 percent in the City. Those aged 25 years or more that hold a bachelor’s degree account for 10.2 percent of the study area, comparatively those who have earned a bachelor’s degree account for 15.8 percent of the County’s population and 12.2 percent of the City’s

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I95

I595

SR84

S SR

7

GRIFFIN RD

STIRLING RD

RAV

EN

SW

OO

D R

D

SW

30T

H A

VE

RIVERLAND RD

SW 42ND ST

SW

40TH

AVE

SW

4TH

AV

E

I595 RAMP

SW 34TH ST

S PERIMETER RD

N S

R7

N PERIMETER RD

W P

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SW 32ND ST

N PA

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26T

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Study Area (2,919.79 acres)VACANT PARCELS

Vacant Residential (48.79 acres)Vacant Commercial (28.56 acres)

Vacant Industrial (43.88 acres)

0 0.25 0.5

Miles

ÅSource: Broward County Property Appraiser data 2009; The Mellgren Planning Group 2009


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REGIONAL CONTEXT

The City of Dania Beach is located in eastern Broward County, one of the three counties comprising the South Florida region. It is the oldest city in Broward County. The study area, Dania Beach Westside, is located in the western portion of the City of Dania Beach. The Westside of Dania Beach shares municipal borders with parts of unincorporated Broward County and three Broward County cities; Davie, Fort Lauderdale and Hollywood. The Westside of Dania Beach is proximate to the Fort Lauderdale/Hollywood International Airport and Port Everglades. Additionally, the Westside is proximate to regional railway transit and has several access points to the regional roadway network. The location of the Westside of Dania Beach has both advantages and disadvantages, which are discussed below.

Locational Advantages

Dania Beach Westside has several locational advantages in Broward County and regionally. These include access to local, state and regional roadways and railways, as well as the airport and seaport. Other locational advantages include regional attractions within the Westside or in close proximity to the Westside. An additional advantage is the proximity of the Westside to other areas planning for redevelopment, including the municipalities of Davie and Hollywood. Each of these locational advantages is discussed in detail in this Chapter.

REGIONAL CONTEXT

Map 17: Regional map


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Roadways and Railways

Tri-Rail The South Florida Regional Transportation Authority (SFRTA) operates commuter rail service on the Tri-Rail regional rail line, which runs north-south through Dania Beach just west of Interstate 95. One of Tri-Rail’s main destination points, the Fort Lauderdale/Hollywood International Airport Tri-Rail Station, is located off of Gulfstream Way in the Westside of Dania Beach. This station is the only Tri-Rail station in Dania Beach, however, there are nearby stations located in the cities of Hollywood and Fort Lauderdale to the south and north, respectively.

In 2007, Tri-Rail completed the double tracking of its entire 72-mile long corridor from Miami-Dade County through Broward County to Palm Beach County. This project has resulted in the operation of 10 additional trains, representing a 33 percent increase in weekday service. According to the American Public Transportation Association, Tri-Rail has consistently been one of the nation’s leaders for ridership growth in the commuter rail sector since 2006, when it showed the largest percentage of growth of any system in the country. According to a January 5, 2009 SFRTA press release, ridership on Tri-Rail has more than doubled since 2005.

Florida East Coast (FEC) The Florida East Coast (FEC) rail line, which parallels Tri-Rail is located to the east of Interstate 95 and west of US-1, and is currently being studied for its potential to integrate commuter rail service with existing freight rail service from Miami-Dade County to Palm Beach County. The current study, known as the South Florida East Coast Corridor Study (SFECCS), is a joint planning effort among the Florida Department of Transportation, transportation planning agencies in Miami-Dade, Broward, and Palm Beach Counties, and other agencies in the South Florida region. The SFECCS is analyzing ways to alleviate congestion along Interstate 95 and US-1 by providing an alternative transportation route that is centered within many of the most populated employment centers in South Florida. Although the FEC rail line is not within the City’s Westside, it is important to note that there is potential for a future FEC rail station in the City of Dania Beach, which would be located at or near the intersection of the FEC rail line and Dania Beach Boulevard. This would make an east-west connection from Tri-Rail to the FEC station an important consideration for Westside. Ensure that development regulations, urban design and land use patterns are supportive of mass transit and provide the maximum opportunity for connectivity of future rail transit facilities.

REGIONAL CONTEXT

Map 18: Regional transit corridors


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Central Broward East-West Transit AnalysisThe Central Broward Transit project started in November 2002 to address east-west mobility issues in central Broward County. The transit study area is a corridor bound generally by Oakland Park Boulevard on the north, Griffin Road on the south, the Sawgrass Expressway/Interstate 75 on the west, and the Intracoastal Waterway on the east. Within the corridor, several transit alignments are being analyzed, including an alignment on Griffin Road running directly through Dania Beach Westside. On July 13, 2006, the Locally Preferred Alternative (LPA) transit alignment was adopted by the Metropolitan Planning Organization. Although the LPA does not include any improvements or changes to the system within the City of Dania Beach, neighboring municipalities will be directly affected by the LPA (see Map 19).

However, based on community concerns and comments received during the project process, six alternatives to the LPA have been developed and, as of this writing, are being evaluated for inclusion in the Environmental Impact Statement (EIS). A screening process will narrow these six alternatives to two, to be evaluated as alternatives to the Locally Preferred Alternative. One of these six alternatives is along Griffin Road (see scoping option six in Map 20 below), which, if selected as an alternative to the LPA, will include improvements within the Westside.

REGIONAL CONTEXT

www.centralbrowardtransit.com

REVISED LOCALLY PREFERRED ALTERNATIVE

Adopted July 13, 2006 by the MPO

Travel time from SR 7 and Broward Blvd to:Downtown – 10 to 15 minutes Airport – 20 to 25 minutes South Florida Education Center – 10 to 15 minutesSawgrass Mills – 25 to 30 minutes

Map 19: Central Broward Transit, Locally preferred Alternative

Source: http://www.centralbrowardtransit.com/images/nov_13_boards/Updated_LPA.pdf

Source: Central Broward Transit Authority, Tag meeting # 2 Initial Screening Results background materials, 2009

34 TAG Meeting #2 - Initial Screening Results Background Materials

Comparative Analysis

Appendix A - Comparative Analysis

The following pages include a comparative anlaysis of the six align-ment options and evaluation results. We have presented results for only six options to remain mode neutral. Originally, Option 7 was a BRT option. We have now combined that option with Option � and left the opportunity to choose LRT or BRT for that alignment.

Pine Island R

d

Nob H

ill Rd

Hiatus R

d

Flamingo R

d

NW

136th Ave

Broward Blvd

Griffin Rd

Nova Dr

College Ave

SW 30th St

Davie R

d

Sunrise Blvd

Sunrise Blvd

Davie Blvd

Riverland Rd

SR

7/US

441

SR

7/US

441

Peters Rd

Sunset Strip

Oakland Park BlvdOakland Park Blvd

Sunset S

trip

SR 84

SE 17th St

NW

31st Ave

NW

27th Ave

Cleary Blvd

NW

70th Ave

Sunrise Lakes Blvd

NW 8th St

SR

7/US

441

SW 7th St

University D

r

Pin

e Is

land

Rd

Nob H

ill Rd

Hiatus R

d

CS

X R

ailroad/Tri-Rail

FEC

Railroad§̈¦95

§̈¦595§̈¦595

Florida's TurnpikeFlorida's Turnpike

SW

130th Ave

SW 39th St

SW 26th St

SW

136th Ave

NW

9th Ave/Pow

erline Rd

NW

15th Ave

NW

7th Ave

US

1

Andrew

s Ave

Las Olas Blvd

StirlingRd

E Dania Beach Blvd

N 5

6th

Ave

SE

5th

Ave

Nob

Hill

Rd

Florid

a's T

urnp

ike

Uni

vers

ity D

r

Commercial Blvd

NW 44th St

Federal Hw

y

NE

6th Ave

Commercial Blvd

Propect Rd

Dix

ie H

wy

Sawgra

ss E

xpy

NW 19th St

Flamingo R

d

NW 6th St / Sistrunk Blvd

University D

r

§̈¦95

FEC R

ailroad

§̈¦75

§̈¦75

Pine Island R

d

Indian Trace

Arvida PkwyS Post Rd

Weston R

d

SW 14th St

Bona

vent

ure

Blvd

SW 26th St

SW 36th St

Legend

Scoping Option 1-LPA

Scoping Option 2

Scoping Option 3

Scoping Option 4

Scoping Option 5

Scoping Option 6

I0 5,000 10,0002,500

Feet

BROWARD COUNTY, FL

§̈¦595§̈¦595

§̈¦95

§̈¦95

General Project Location

Interstate

Toll Road

Other Road

Local Road

Railroad

Study Area/Corridor Boundary

Water

Conservation

§̈¦75

§̈¦75

Scoping Options 1-6

Pine Island R

d

Nob H

ill Rd

Hiatus R

d

Flamingo R

d

NW

136th Ave

Broward Blvd

Griffin Rd

Nova Dr

College Ave

SW 30th St

Davie R

d

Sunrise Blvd

Sunrise Blvd

Davie Blvd

Riverland Rd

SR

7/US

441

SR

7/US

441

Peters Rd

Sunset Strip

Oakland Park BlvdOakland Park Blvd

Sunset S

trip

SR 84

SE 17th St

NW

31st Ave

NW

27th Ave

Cleary Blvd

NW

70th Ave

Sunrise Lakes Blvd

NW 8th St

SR

7/US

441

SW 7th St

University D

r

Pin

e Is

land

Rd

Nob H

ill Rd

Hiatus R

d

CS

X R

ailroad/Tri-Rail

FEC

Railroad§̈¦95

§̈¦595§̈¦595

Florida's TurnpikeFlorida's Turnpike

SW

130th Ave

SW 39th St

SW 26th St

SW

136th Ave

NW

9th Ave/Pow

erline Rd

NW

15th Ave

NW

7th Ave

US

1

Andrew

s Ave

Las Olas Blvd

StirlingRd

E Dania Beach Blvd

N 5

6th

Ave

SE

5th

Ave

Nob

Hill

Rd

Florid

a's T

urnp

ike

Uni

vers

ity D

r

Commercial Blvd

NW 44th St

Federal Hw

y

NE

6th Ave

Commercial Blvd

Propect Rd

Dix

ie H

wy

Sawgra

ss E

xpy

NW 19th St

Flamingo R

d

NW 6th St / Sistrunk Blvd

University D

r

§̈¦95

FEC R

ailroad

§̈¦75

§̈¦75

Pine Island R

d

Indian Trace

Arvida PkwyS Post Rd

Weston R

d

SW 14th St

Bona

vent

ure

Blvd

SW 26th St

SW 36th St

Legend

Scoping Option 1-LPA

Scoping Option 2

Scoping Option 3

Scoping Option 4

Scoping Option 5

Scoping Option 6

I0 5,000 10,0002,500

Feet

BROWARD COUNTY, FL

§̈¦595§̈¦595

§̈¦95

§̈¦95

General Project Location

Interstate

Toll Road

Other Road

Local Road

Railroad

Study Area/Corridor Boundary

Water

Conservation

§̈¦75

§̈¦75

Scoping Options 1-6

Scoping Options 1- 6

Map 20: Scoping options


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Table 26: Interstate 95 LOS Year 2007

Loc. ID Roadway Segment AADT1 LOS “D”

Capacity2 LOS

693 Interstate 95

North of Sheridan Street 277,000 182,600 F

695 Interstate 95

North of Stirling Road 275,000 182,600 F

697 Interstate 95

North of Griffin Road 309,000 182,600 F

699 Interstate 95

North of Interstate 595 232,000 182,600 F

Source: Broward Metropolitan Planning Organization “Year 2007 Traffic County Report,” April 2008.Table Notations:1 AADT = Annual Average Daily Traffic2 LOS is based on the FDOT Generalized LOS Tables, 2007



Capacity2 LOS

693 Interstate 95

North of Sheridan Street 317,400 182,600 F

695 Interstate 95

North of Stirling Road 268,600 182,600 F

697 Interstate 95

North of Griffin Road 311,600 182,600 F

699 Interstate 95

North of Interstate 595 355,600 182,600 F

Source: Broward County Transportation Planning Division “Broward County Year 2030 Traffic Forecast,” September 2008.Table Notations:1 AADT = Annual Average Daily Traffic2 LOS is based on the FDOT Generalized LOS Tables, 2007

Regional RoadwaysDania Beach is served by a number of well-connected regional roadways. These roadways provide connectivity for the people and goods that are the foundation of the local economy. Listed below is a description of the major roadways that serve the Dania Beach Westside. Below each roadway description are two tables which outline the existing and projected Average Annual Daily Traffic (AADT) and corresponding level of service (LOS) rating as recognized by the Florida Department of Transportation (FDOT). AADT is an estimate of the average daily traffic that has or is expected to occur (if projected) over a one-year period. For example, it is estimated that Interstate 95 north of Sheridan Street carried an average of 277,000 automobiles per day in 2007. Using sophisticated modeling techniques, the Broward County Transportation Planning Division estimates that this same segment of Interstate 95 will carry 317,400 automobiles per day in the year 2030.

Similar to a school grading system, Level Of Service (LOS) is a measure of traffic congestion. LOS A is the highest value and represents uncongested, unrestricted travel. LOS B through E represents a degraded level of service and an increase in traffic congestion and movement restrictions. A Level Of Service F typically represents the point when the demand on a roadway segment has exceeded capacity and significant delays occur. In Broward County, capacity of a roadway is generally measured at level of service D and thus, the tables below include a measure of LOS D capacity. The actual capacity of the roadway, however, is often greater than the LOS D capacity shown in the tables below. For more information on this topic, consult FDOT’s 2002 Quality/Level of Service Handbook.

Interstate 95Interstate 95 is a 10-lane state-owned and maintained limited access facility that connects the South Florida region to the entire eastern United States. In Florida, it is classified as a Strategic Intermodal System (SIS) facility, which means it is part of a statewide network of high-priority transportation facilities, including the state’s largest and most significant commercial service airports, space port, deepwater seaports, freight rail terminals, passenger rail and intercity bus terminals, rail corridors, waterways and highways. Interstate 95 can be accessed in Dania Beach at State Road 84, Interstate 595, Griffin Road and Stirling Roads. This direct connection to Interstate 95 provides Dania Beach with an advantage over other areas involved in the importing and exporting of goods, as many links from Interstate 95 to the airport, seaport and inland waterways are directed through the City.

Broward County Intermodal Center and People MoverTo further increase transit and economic vitality, Broward County is considering construction of a people mover system to connect an Intermodal Center (IMC) with the Fort Lauderdale/Hollywood International Airport and Port Everglades. The IMC is a planned transportation hub, interconnecting various modes of transportation. The people mover is a project intended to create greater transportation efficiency, generate greater passenger capacity, and promote economic growth for the county and region in the long term horizon. Depending on funding availability, implementation of the people mover system could commence in 10 to 20 years. The exact routes and size of the system are yet to be determined.

REGIONAL CONTEXT

Map 21: Boward County Intermodal Center and People Mover Alternatives


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Griffin RoadGriffin Road is the central route connecting the Westside to areas both east and west. Griffin Road extends east from US-1 to US-27 in far western Broward County. It is a six-lane facility classified as a state principal arterial, which reflects its greater capacity and role in the larger roadway network. According to the Broward County Metropolitan Planning Organization’s 2008/2009–2012/2013 Transportation Improvement Plan and 2030 Long Range Transportation Plan, there are currently no improvements scheduled for the portion of Griffin Road in the City of Dania Beach. Griffin Road presents a unique opportunity for Dania Beach because of its numerous intersections with other regional roadways, its proximity to the Dania Beach Tri-Rail Station, and its direct access to Perimeter Road, which is Fort Lauderdale/Hollywood International Airport’s primary service road.

Table 32: Griffin Road LOS Year 2007Loc. ID Roadway Segment AADT1 LOS “D”

Capacity2 LOS

284 Griffin Road East of State Road 7 35,500 49,200 C

286 Griffin Road East of Interstate 95 29,000 49,200 C


Table 33: Griffin Road LOS Year 2030


Capacity2 LOS

284 Griffin Road East of State Road 7 65,200 49,200 F

286 Griffin Road East of Interstate 95 47,400 49,200 D


State Road 84 State Road 84 is a state minor arterial and a Strategic Intermodal System (SIS) connector roadway. It serves as a link between eastern and western Broward County. State Road 84 is currently constructed as a 4 to 8 lane facility through Dania Beach. According to the Broward County Metropolitan Planning Organization’s 2008/2009–2012/2013 Transportation Improvement Plan and 2030 Long Range Transportation Plan, there are currently no improvements scheduled for the portion of State Road 84 in the City of Dania Beach. State Road 84 is an alternate route to Interstate 595 and has easy access to SR 7/US 441, Interstate 95, Florida’s Turnpike, US 1 and connects to Port Everglades. It is the primary route connecting Dania beach’s famed Marina Mile employment center to areas outside the City.

Table 30: State Road 84 LOS Year 2007Loc. ID Roadway Segment AADT1 LOS “D”

Capacity2 LOS

386 State Road 84

East of State Road 7 38,500 35,700 F

390 State Road 84

East of Interstate 95 57,500 63,800 D


Table 31: State Road 84 LOS Year 2030


Capacity2 LOS

386 State Road 84


390 State Road 84



Interstate 595Interstate 595 is a 6 to 8 lane state-owned and maintained limited access facility. Like Interstate 95, it is also classified as a Florida Strategic Intermodal System (SIS) facility. Interstate 595 connects the eastern- and western-most parts of Broward County and is generally traveled by those commuting from the western suburbs to the eastern central business districts. Interstate 595 also provides a direct link to Port Everglades and the Fort Lauderdale/Hollywood International Airport and, therefore, is a heavily used trade and distribution route. Interstate 595 intersects with Interstate 95 and Florida’s Turnpike on the eastern side, and Interstate 75 on the west, which connects to the west coast of Florida. Interstate 595 can be accessed in Dania Beach at multiple points, including State Road 84, State Road 7, Interstate 95, and US-1.

Table 28: Interstate 595 LOS Year 2007Loc. ID Roadway Segment AADT1 LOS “D”

Capacity2 LOS

418 Interstate 595


420 Interstate 595





Capacity2 LOS

418 Interstate 595


420 Interstate 595



REGIONAL CONTEXT


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Chapter

Table 36: Ravenswood Road LOS Year 2007Loc. ID Roadway Segment AADT1 LOS “D”

Capacity2 LOS

625 Ravenswood Road

North of Stirling Road 12,900 14,600 D

627 Ravenswood Road

North of Griffin Road 13,200 14,600 D

1053 Ravenswood Road

North of NW 36 Street 4,300 10,000 C


Table 37: Ravenswood Road LOS Year 2030


Capacity2 LOS

625 Ravenswood Road

North of Stirling Road 25,000 31,100 D

627 Ravenswood Road

North of Griffin Road 20,200 31,100 C

1053 Ravenswood Road

North of NW 36 Street 5,400 10,000 D


Table 35: Stirling Road LOS Year 2030


Capacity2 LOS

230 Stirling Road East of State Road 7 47,500 49,200 D

232 Stirling Road East of Park Road 50,800 49,200 E

234 Stirling Road East of Interstate 95 66,000 49,200 F


Ravenswood RoadRavenswood Road, also known as Anglers Avenue, is scheduled in the Broward County Metropolitan Planning Organization’s 2008/2009–2012/2013 Transportation Improvement Plan to be expanded from 2 to 4 lanes between Griffin Road and Stirling Road. The agency responsible for the improvement is Broward County’s Engineering Division, which has recently completed a conceptual design for the roadway. Ravenswood Road is a defining corridor of the Dania Beach Westside. All residents, workers, and tourists who use Tri-Rail enter and exit Dania Beach by way of Ravenswood Road. In addition, Bass Pro Shops and the International Game Fish Association’s Museum and Hall of Fame, two major tourist destinations in Broward County, are accessed from Ravenswood Road. As such, it is important that Ravenswood be aesthetically appealing and well designed for the pedestrians and bicyclists traveling to and from the transit station. As currently designed by Broward County’s Engineering Division, however, Ravenswood Road will lack enhanced pedestrian and transit amenities. Currently proposed is a 3-foot wide bicycle lane with no separation from automobile traffic. Adjacent to the bicycle lane, a 6-foot wide sidewalk is also proposed. No landscaping or vegetative buffers are included with the road way expansion. It is strongly recommended that Dania Beach actively coordinate with Broward County and other agencies to ensure the final design of Ravenswood Road meets the needs of Dania Beach.

Stirling RoadStirling Road forms the southern most edge of the Westside of Dania Beach. It is a six-lane facility in Dania Beach and is classified as a state minor arterial. Stirling Road runs east-west through Broward County, parallel to Griffin Road. It currently terminates at SW 160th Avenue in western Broward County; east of US-27. Stirling Road does not connect with Florida’s Turnpike and is therefore advantageous for Dania Beach due to its capacity to move traffic and supplement other east-west routes in Dania Beach. The fact that Stirling Road does not connect with Florida’s Turnpike may also be a disadvantage by diverting the traffic to the roadways that do, such as Griffin Road. The City’s CRA Redevelopment Plan envisions changes in the internal roadway system (Dania Beach Boulevard and Bryan Road) that would enhance connectivity between Interstate 95 and the City Center, via Stirling Road. According to the Broward County Metropolitan Planning Organization’s 2008/2009–2012/2013 Transportation Improvement Plan and 2030 Long Range Transportation Plan, there are currently no improvements scheduled for the portion of Stirling Road in the City of Dania Beach.

Table 34: Stirling Road LOS Year 2007Loc. ID Roadway Segment AADT1 LOS “D”

Capacity2 LOS

230 Stirling Road East of State Road 7 37,000 49,200 C

232 Stirling Road East of Park Road 38,000 49,200 C

N/A Stirling Road East of Ravenswood Rd. 48,500 49,200 D

234 Stirling Road East of Interstate 95 36,000 49,200 C


REGIONAL CONTEXT


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Chapter

Southwest 30th AvenueSouthwest 30th Avenue is currently a 2 to 4 lane collector roadway running north-south through the Westside of Dania Beach connecting Griffin Road on the south to State Road 84 on the north. According to the Broward County MPO’s 2030 Cost Feasible Long Range Transportation Plan, it is proposed to be expanded from two to four lanes from Griffin Road to SW 45th Street. Once this improvement is complete, SW 30th Avenue will be 4 lanes for its entire length.

Table 38: Southwest 30th Avenue LOS Year 2007Loc. ID Roadway Segment AADT1 LOS “D”

Capacity2 LOS

621 SW 30 Avenue

North of Griffin Road 12,000 10,000 E

1043 SW 30 Avenue

North of SW 42 Street 9,300 21,700 C


Table 39: Southwest 30th Avenue LOS Year 2030


Capacity2 LOS

621 SW 30 Avenue

North of Griffin Road 17,500 21,700 D

1043 SW 30 Avenue

North of SW 42 Street 13,400 21,700 D


REGIONAL CONTEXT


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Chapter

Airport/Seaport

Millions of passengers travel through the Fort Lauderdale metro area using the two major transportation hubs – Port Everglades and the Fort Lauderdale/Hollywood International Airport. Proximity to both the airport and the seaport is important to local tourist related businesses, businesses that manufacture and export goods to other regions in the U.S. and abroad, and/or import materials and goods from other areas. They are also major employment centers providing numerous jobs with varying skill and pay levels.

Fort Lauderdale/ Hollywood International Airport (FLL)The proximity of the Fort Lauderdale/Hollywood International Airport provides Dania Beach an advantage over other cities. According to the Broward County’s airport website, it is the largest employer in Broward County with approximately 16,000 employees and an additional 28,000 jobs through ancillary services. It generates tremendous economic activity in the region from which Dania Beach benefits, and it spurs a local demand for airport-related goods and services. Convenient access to an international airport is also important for recruiting and retaining industries that rely on domestic and international travel to conduct business including hotels, tourist destinations, corporate headquarters and national and international businesses.

Port EvergladesNot only is Port Everglades considered one of the worlds busiest premier cruise ports, according to the official Port Everglades Department website, “the total value of economic activity at Port Everglades surpasses $18 billion. And, approximately 200,000 Florida jobs are impacted by the Port...”.

Port Everglades, like the airport, is a major generator of economic activity, and it spurs a local demand for seaport-related goods and services. It offers an incredible incentive for manufacturers and processors through a Foreign Trade Zone which among other benefits provides relief from inverted tariffs, duty exemption on re-exports, duty elimination of waste and scrap, duty deferral and weekly entry savings. Essentially a Foreign Trade Zone is considered to be outside the Customs territory of the United States, and the goods are not considered as “imported” until they leave the zone. In addition to being South Florida’s primary bulk cargo depot, Port Everglades, is a popular embarkation point for many pleasure cruise companies including Carnival, Royal Caribbean, Princess, and Holland America. More than 5,300 ships a year call from this port.

REGIONAL CONTEXT

Map 22: Airport/Seaport location map


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Chapter

Inland Waterways

Extending from the Atlantic Ocean, the Dania Cut-off Canal traverses the entire east-west length of the Westside. As noted in the Dania Beach Community Redevelopment Agency’s (CRA) 2009 Redevelopment Plan, “the Dania Cut-off Canal serves as the City’s front door for the boating industry, opening up to the Intracoastal Waterway, Port Everglades and the Atlantic Ocean. The need for better access via this waterway presents an opportunity to rethink, and ultimately to re-engineer the landside infrastructure…to realize the potential for expansion of the marine industries farther west in the canal.” Although much of the CRA Redevelopment Plan’s focus is improving waterway access from the C-10 Canal/Bryan Road, or generally south of Griffin Road (within the western limits of the CRA), the expansion and improvement of marine related uses in the Westside of Dania Beach is also a tremendous opportunity. The Westside currently has approximately 54 acres of its land area currently occupied by marine-related businesses including large marinas located along Ravenswood Road/Anglers Avenue and State Road 84. In addition, Bass Pro Shops, one of the nation’s premier outdoor retailers, is located just west of Interstate 95, and a number of residential properties adjacent to the canal have constructed private slips for the parking and storage of watercraft. For those who do not have private access to the canal, there is a public boat launching facility located off of Southwest 30th Avenue. The strong presence of the marine industry is also plainly indicated by the parking of personal watercraft in yards and garages of homes throughout the Westside.

One of the major initiatives of the CRA’s Plan is to demolish existing low bridges within the CRA and to construct bridges that allow for a 22 foot minimum vertical clearance for watercraft at the mean high water level of the Dania Cut-off Canal. This bridge raising is planned to be accomplished over a 10 to 15 year period by constructing new bridges at US-1, Old Griffin Road (at the realignment), Dania Beach Boulevard, and at the Florida East Coast Railroad crossing. Once all of these bridges are raised, larger vessels will be able to travel from the Atlantic Ocean through the Dania Cut-off Canal to downtown Dania Beach and to the water related industries located along the C-10 Canal. A major impediment, however, to the continued westward expansion of marine industries along the Dania Cut-Off Canal into the Westside is the low-lying bridge of Interstate 95. At the center of the canal, the Interstate 95 bridge has a maximum clearance of 11.5 feet at mean tide. Raising the bridge height of Interstate 95 is cost prohibitive due to the enormous financial, technical, and administrative resources required to raise an interstate highway bridge of its size and scale. As a result, the marine industries west of Interstate 95 will continue to focus on small recreational boats or boats that can be trailered to their final destination.

REGIONAL CONTEXT

Map 23: Waterways in the study area


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Chapter

Planned Activities in Davie

State Road 7 Master Plan - Davie, Hollywood and the Seminole NationThe State Road 7 master plan was created for the Town of Davie, the City of Hollywood and the Seminole Nation in 2004 and envisions a number of changes along State Road 7 that, when implemented, will affect the Westside of Dania Beach. It is anticipated that most of these impacts will be positive. Redevelopment plans for the areas adjacent to the intersections of Griffin and Stirling Roads and Orange Drive, the North End Industrial area at Oakes Road, the C-11 Canal/Griffin Road Marina Neighborhood, the Seminole Nation Neighborhood, and the changes proposed along State Road 7 itself, once established, all present opportunities for the Westside of Dania Beach. The existence of these external plans provide a chance to develop a Westside master plan that is consistent and complementary with the “bigger picture,” and to take advantage of the housing, transportation, open space and business attraction opportunities that offered by these other plans.

Regional Activity Center Davie Master PlanIn 1998 the Town of Davie established a Regional Activity Center (RAC) land use designation on approximately 2,200 acres that is roughly bound by Interstate 595 on the north, Florida’s Turnpike on the east, Griffin Road on the south and University Drive on the west. The RAC is premised upon the potential for the South Florida Education Center (SFEC) to grow. The SFEC is a collection of educational institutions located west of Davie Road. These institutions are in proximity to one another, and sometimes share campus space. The anticipated growth of the SFEC tied with transit improvements is expected to create a demand for redevelopment, which will lead to economic growth in the area. In 2006, the Town adopted a master plan that envisions an urban-scale Transit Oriented Development (TOD), which will have significant regional impacts. One significant recommendation of this plan is to connect Oakes Road. The Oakes Road alignment extends from Davie Road on the west to State Road 7 on the east, but the connection is severed at Florida’s Turnpike. The plan recommends completing the connection at the Turnpike, which would provide a direct transportation connection for the SFEC to points east. Redevelopment in the Westside that supports residential, educational and research facilities could be complementary to the SFEC, as well the potential Oakes Road connection restates the importance for the Westside of Dania Beach to focus on State Road 7 in terms of transit connections.

REGIONAL CONTEXT

Map 24: Planned activities in Town of Davie.


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Chapter

The southernmost part of Hollywood’s Subarea 7 forms the southern boundary with Subarea 1 of Dania Beach Westside. The boundary shared by the two cities along Stirling Road is very irregular, making it the most critical part of the Westside in need of intergovernmental coordination with the City of Hollywood. Hollywood’s City-Wide Master Plan recommends revising Hollywood’s zoning to upgrade appropriate commercial developments and accommodate mixed-use developments when appropriate. Other recommendations for the area include addressing signage, and design standards.

Hollywood City-Wide Master Plan The Hollywood City-Wide Master Plan is an extensive document that identifies and analyzes the city in eight different subareas. As shown in Map 25, the subareas that border Dania Beach Westside are Subarea 1-US 441/SR 7 Corridor and Subarea 7-North Hollywood.

Subarea 1 is that portion of State Road 7 in Hollywood. A recommendation for a part of Subarea 7, abutting Westside, is some form of highway commercial development. Specifically, this type of development is classified in the City-Wide Master Plan as Moderate Hybrid Commercial. Along this section of the corridor, however, only the parcels on the east side of State Road 7 fall within the City of Hollywood and, for the most part, these parcels lack the adequate depth required for any meaningful redevelopment. This presents an opportunity for the two cities to work together to encourage positive redevelopment along the State Road 7 corridor. The two cities should collaborate to remove any development impediments created by two sets of land development and permitting process regulations.

Hollywood’s Subarea 7-North Hollywood forms the southern boundary of the Westside, but also splits Westside’s Subarea 1, western Griffin Road, in a north-south direction. A portion of Subarea 7, north of the Dania Cut-off Canal, is known as The Port 95 Commerce Park and is a recently constructed industrial and office development. This development has distinct locational advantages due to its connection to the airport, seaport and other parts of Broward County. The Hollywood City-Wide Master Plan calls for continued support for this revenue generating engine through economic development incentives. The Westside could benefit by mirroring this development pattern within its own boundaries. Creation of proper roadway connections to major roadways such as Ravenswood Road or Griffin Road would be crucial to meet the same success that Port 95 Commerce Park enjoys.

The middle portion of Hollywood’s Subarea 7 is a residential area that divides Westside’s Subarea 1. The residential areas of Subarea 7 are known as the Oakridge/Hollywood and Oaks/Mapleridge neighborhoods. The area located under the Florida Power and Light transmission lines has a Parks land use designation on the Hollywood’s future land use map. This part of Hollywood, along with the bordering Westside of Dania Beach, has limited neighborhood commercial access. The City of Dania Beach and the City of Hollywood have an opportunity to work together on improving this area, including providing parks and recreation space for these neighborhoods and an interconnected street network, as well as implementing design standards to integrate all the residential subdivisions between Stirling Road and Griffin Road.

REGIONAL CONTEXT

Map 25: Hollywood City-wide Master Plan, subarea boundariesSource: City of Hollywood (http://www.hollywoodfl.org/)


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Dania Beach Community Redevelopment Agency

The Dania Beach Community Redevelopment Agency (CRA) adopted its updated Redevelopment Plan in February 2009. This plan lays the foundation for several redevelopment opportunities within the CRA area. It uses the proximity of major roadways, railways, the airport and the seaport to create a downtown that will act as a gateway to Dania Beach. The plan is a “green” plan that incorporates the guiding principles of “smart growth”. It places special emphasis on economic development and encourages the marine industry to locate in Dania Beach by recommending the removal of physical barriers to the marine industry. If marine industries were to locate businesses in Dania Beach, not only would it increase the tax base of the area, but it would also encourage other dependant industries to locate proximately, thereby creating jobs, providing job training, and encouraging reinvestment in the community. The CRA is currently seeking a Regional Activity Center land use designation for the CRA area.

Westside Dania Beach could benefit from future redevelopment activity in the CRA, east of Interstate 95. Although east Dania Beach is better suited for the location of larger marine facilities, as the low bridge clearance of Interstate 95 presents a challenge for similar facilities to locate in Dania Beach Westside, the Westside can still benefit from its water access along the Dania Cut-Off Canal by opening itself to the smaller boat businesses, which cater to and create a niche market of their own.

Additionally, coordinating the Westside Master Plan with the CRA Redevelopment Plan creates an opportunity for the City of Dania Beach to plan seamlessly for its growth and economic development. There are several elements of the CRA plan that can be implemented in the Westside, which will be beneficial for the area. These include incorporating the Model Green program, inviting marine industries and related businesses to locate in Dania Beach, implementing the principles of Smart Growth through zoning regulations, and encouraging transit oriented development.

REGIONAL CONTEXT

Map 26: Dania Beach CRA Concept Plan

Source: City of Dania Beach Community Redevelopment Agency Redevelopment Plan


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International Groups

Design Center of the Americas (DCOTA)The Design Center of the Americas (DCOTA) is a large to-the-trade design campus that offers design products for the home, office and yacht. Although DCOTA is not located within the Westside boundary, it is located within the City of Dania Beach at the critical corner of Interstate 95 and Griffin Road. This large design campus benefits from its prime location proximate to the Fort Lauderdale/Hollywood International Airport and hotels. Facilities available on campus are a hotel, restaurants and over 700,000 square feet of space to showcase design products such as furniture, fabrics, flooring, lighting, kitchen, bath, art, antiques, accessories, appliances, window treatments, decorative hardware, paint, and surfacing products. Events held at the campus range from exhibitions, conferences, seminars, classes for continuing education credits, sample sales, and leasing space for private events. The DCOTA is a regional attractor of both residents and tourists alike, making it an important contributor to the economy of the City.

International Game Fish Association (IGFA)The International Game Fish Association (IGFA) and the IGFA Fishing Hall of Fame and Museum, located on Gulf Stream Way in the eastern portion of the Westside, is a nonprofit organization that promotes both the conservation of game fish and responsible angling practices. Additionally, IGFA maintains and publishes fishing world records. The IGFA Fishing Hall of Fame and Museum provide the world’s most comprehensive compilation of sportfishing information and provide exhibits, educational classes, fishing demonstrations, interactive displays and virtual reality fishing. The facility also has banquet and meeting facilities for public and private events. The IGFA, like the DCOTA, is a regional attractor and, therefore, important to the local economy.

Encouraging supporting businesses for these two entities increases the opportunity to create a “design district” or an “outdoor hub” of regional or international nature in the Westside. Additionally, the City can focus its efforts on inviting other similar entities to establish their headquarters in the area.

REGIONAL CONTEXT

Map 27: IGFA and DCOTA location map


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Map 28: Map showing proposed plans in the region

Map 29: Map showing adjoining jurisdiction boundaries


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is exposed to over a 24-hour period. Nighttime sound levels, from 10:00 p.m. through 7:00 a.m., are artificially increased with the addition of 10 decibels (dB) to account for increased annoyance due to noise during the night hours. Noise contours typically range from 75 to 65 with each contour decreasing in increments of 5 DNL. Since the DNL is an average and does not represent the sound level for a specific noise event, noise occurring during the 24 hour time period will be greater than the specified noise contour. For example, a DNL noise contour of 65 will receive sounds greater than 65dB. Sound measurements were taken to measure the current sound levels of aircraft noise surrounding the Fort Lauderdale/Hollywood Airport. The measurements relevant to the study site included those to the west which ranged from 54 to 79 dB. As a point of reference, according to the Federal Interagency Committee on Aviation Noise, sound at 80 dB can best be described as a garbage disposal at 3 feet or shouting at 3 feet. Sound at the 50dB level can best be described by a dishwasher in the next room. Every 10 dB increase is a doubling of the loudness.

Locational Constraints

As discussed there are several factors that benefit potential redevelopment efforts in Westside. Just as there are two sides to every coin, there are also some locational disadvantages that the Westside may potentially be restricted by. Their description and any solutions are discussed in the following pages.

Airport

Airports affect the surrounding areas in many ways. The land outside the airport’s boundaries that is most affected by airport regulations is the Runway Protection Zone (RPZ). According to Federal Aviation Administration’s (FAA) definitions, the RPZ is an area starting 200 feet from the end of the runway and extending outward from the runway in a trapezoidal shape. The purpose of the RPZ is to protect the people and property on the ground. According to the FAA, the RPZ could either be cleared of all aboveground objects or, where this is not practical, cleared of all incompatible activities including but not limited to those that lead to an assembly of people. For the south runway expansion RPZ, FAA and the County have indicated that they intend to purchase and demolish the Wyndam Hotel located at Griffin Road and I-95, removing significant tax revenue from the City.

Other than the RPZ, there are also height limitations extending outward and upward from an airport. The height zones which affect land use for the City of Dania Beach include the Approach Zone, and the Transitional Zone. As defined in the FAA Advisory Circular AC 150/5190-4 “A Model Zoning Ordinance to Limit the Height of Objects around Airports”, the Approach Zone, varying by type of runway, slopes outward and upward from the airport. Currently, the north runway Approach Zone slopes 50 feet outward for each foot upward. The south runway slopes 34 feet outward for each foot upward. The other pertinent zone, the Transitional Zone, slopes 7 feet outward for each foot upward extending perpendicular to the runway and Approach Zones and connects the Approach Zones. In addition to the two height zones, anyone constructing or altering a structure exceeding a plain extending from an airport 100 feet outward for each foot upward up to 20,000 feet from the airport must notify the FAA according to Federal Aviation Regulation Part 77 – § 77.13.

Land uses are also affected by aircraft noise. Noise contours represent the average annual noise levels summarized by lines connecting points of equal noise exposure. Noise contours are classified according to Day-Night Average Sound Level (DNL). The DNL, expressed in decibels, is the average noise level a community

REGIONAL CONTEXT

Map 30: Map showing Runway Protection Zone for Alternative B1b

Map 31: Map showing hieght zones for existing runways

The FAA has established the 65+ DNL noise contours as incompatible for residential uses and certain noise-sensitive public facilities including churches, libraries, performing arts centers, nursing homes, and schools. A City can establish that residential uses are non-compatible for areas within and lower than the 65 DNL noise contour through zoning and other policy decisions.


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Map 32: Map showing noise contours in the study area for Alternative B1b in the year 2020

Map 33: Map showing noise contours in the study area for baseline scenario in the year 2020

REGIONAL CONTEXT

Map 34: Map showing noise contours in the study area for Alternative C1 in the year 2020


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Map 35: Map showing additional noise impact in Westside due to Alternative B1b in the year 2020

Map 36: Map showing additional noise impact in Westside due to Alternative C1 in the year 2020

REGIONAL CONTEXT


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(or some increment thereof, regardless of final sales value that is negotiated with a buyer), and retain an easement. The underlying residential use in both of these programs remains the same. The residential property is considered incompatible within the 65 DNL noise contours until the unit is sound insulated. An estimated 571 single-family units and 390 multi-family units located within the 2020 65 DNL noise contour of the FAA’s Preferred Alternative (B1b) could potentially be eligible for participation in a voluntary purchase assurance/sale guarantee program.

Measures for approved mitigation are eligible for federal funding. Distribution of funds is prioritized according to FAA Order 5100.39A, Airports Capital Improvement Plan (ACIP). Grant funds are distributed under the Airport Improvement Program (AIP). AIP funds are distributed with attention given first to higher priority projects based on a three- to five-year period. Noise mitigation programs are separated into prioritized phases based on a numerical rating system found in FAA Order 5100.39A, Appendix 6, NPIAS-ACIP Standard Descriptions-ACIP Codes and National Priority Ratings. Funding will first become available within the highest DNL noise contour band.

At the time of this writing, the City of Dania Beach Commission is holding public meetings with the residents that are affected by the proposed B1b expansion. These meetings are to explain the available options to residents, to solicit their preferences and concerns, and transmit those concerns to Broward County in an effort to change and/or approve any noise mitigation that occurs. At this time, there are still several unanswered concerns about the exact implementation and implications of the FAA approved noise mitigation principles, including the economic effect to both residents and the city. Depending upon the timing of when the sound proofing is completed and the number of people who opt for the various mitigation strategies, it may be a hindrance to parcel aggregation efforts for any development pattern other than the existing residential uses.

Noise Mitigation

Broward County presented seven mitigation principles to the Federal Aviation Administration (FAA) for consideration as part of the EIS process. The FAA determined that five of the seven principles are appropriate to address the incompatible land uses within the 2020 65 DNL noise contour of the FAA’s Preferred Alternative (B1b). It is up to Broward County to decide which of the five eligible principles will be implemented. The first principle found to be appropriate is the establishment of a long-term/ultimate contour for which mitigation eligible areas will be determined. A second principle establishes that neighborhoods bisected by contours will be considered whole and will follow natural boundaries and neighborhood tracks for mitigation funding purposes. The FAA has found that only a portion of another principle is appropriate. The portion found to be appropriate establishes a sound insulation program for eligible single and multi-family units within the 2020 65 DNL contour of FAA’s Preferred Alternative (B1b).

A fourth principle establishes the relocation of residents and acquisition of mobile home parks in the 65+ DNL noise contour. The acquired property would then be converted to a compatible use. Mobile home residents will receive relocation assistance to either County developed affordable housing or other locations in accordance with the Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970. Recorded restrictive covenants will control the future use of the acquired property. Sound mitigation insulation measures have been found to be not feasible or cost-effective for mobile homes. FAA’s Part 150 states that mobile home owners are not individually included in an acquisition program unless they own the land on which the mobile home is located. For mobile homes located on leased land, they will only receive relocation assistance. Mobile homes located on land owned by the mobile home owner are eligible for a voluntary noise-based acquisition program. An estimated 90 mobile home units within the 2020 65 DNL noise contour of the FAA’s Preferred Alternative (B1b) could potentially be eligible for participation in a voluntary acquisition program.

Another principle found to be appropriate is a purchase assurance/sales guarantee, implemented by the Airport Sponsor. This principle would apply to those homeowners who decline soundproofing. Their property would be acquired at fair market value and the future use of the property would be controlled by recorded restrictive covenants. In the purchase assurance program, the airport would purchase the property as a last resort buyer, sound-insulate the structure, sell the property, and retain an easement. In the sales assistance program, the airport would sound-insulate the structure, guarantee that the property owner will receive the appraised value

REGIONAL CONTEXT

Map 37: Map showing properties eligible for the noise mitigation funding for Alternative B1b


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Lack of Interconnectivity

As previously discussed in Chapter 2 – Existing Conditions, the Westside has several dead end streets and lacks interconnectivity not only within its neighborhoods, but also to major thoroughfares and to non-residential parcels. Within the Westside neighborhoods, there are very few aligned north-south routes that allow neighborhood or local traffic to travel internally and ultimately access major east-west thoroughfares (i.e. Griffin Road, Stirling Road). The lack of aligned north-south neighborhood streets burdens the major thoroughfares with local traffic, as it forces local traffic to utilize major thoroughfares to make any connections, either within the neighborhoods or along a major thoroughfare. The same issue applies to reaching destinations outside of the neighborhoods, as the neighborhood roadway network does not connect to non-residential parcels and requires accessing major thoroughfares for both short and long trips. Not only do these issues lead to increased traffic on arterials, but also to increased curb cuts, leading to unsafe driving conditions and lack of pedestrian activity.

Powerlines

Throughout the Westside, distribution lines are prominent, detracting from the aesthetics of the area. Additionally, there are transmission lines that, due to their north south alignment, literally bifurcate Subarea 1 into two areas. The east-west alignment of these transmission lines creates a psychological perception of physical separation. The City of Hollywood has taken advantage of this utility easement by designating the land under the transmission lines as “Parks and Recreation” on its Future Land Use Map. The City of Dania Beach has the opportunity to do the same, noting that a large part of that land is currently being used as a partial golf course and a plant nursery.

Lot Sizes

As previously discussed in Chapter 2 – Existing Conditions, parcel depth along commercial corridors is inadequate for meaningful commercial development. At the time some of the existing commercial establishments were constructed, they were still under the County’s regulations. Over time, and with the continued widening of corridor roadways, these parcels have become substandard in terms of width and depth. Overall, along both the Stirling and Griffin Road corridors, the parcels are under utilized, existing structures are deteriorated and the lot layouts are outdated. Increased lot depths will help to overcome most, if not all, of these impediments and allow more meaningful redevelopment on the corridors.

Map 38: Map showing location of main transmission lines in the Westside

REGIONAL CONTEXT

Griffin Road parking and driveway access problems

Main transmission lines in the Westside


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Infrastructure

At the time of this report, Broward County was working on several infrastructure projects in the Westside. The majority of these are water and sewer projects, including providing sewer connections to areas that are currently on septic systems. These improvements are made only to meet the existing demand.

Bridge Height

Access by large marine vessels is restricted by low bridge heights throughout the Westside. The Dania Beach Community Redevelopment Agency’s (CRA) Community Redevelopment Plan calls for raising bridges to increase marine vessel access. For the Westside, this is not feasible because the major impediment is the Interstate 95 bridge over the Dania Cut-off Canal. Increasing the height of this bridge, which is approximately 14 feet, is cost prohibitive due to the enormous financial, technical, and administrative resources required. Nevertheless, marine activities related to smaller boats are still possible and should be considered.

Marine facility for smaller boats

Bridge clearance is a limiting factor for larger boats

REGIONAL CONTEXT


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Quality restaurants•Boating community•Multi-modal/environmentally friendly transit•Better schools•Provide public facilities such as post offices, family parks, •and good public schoolsProvide senior related services such as senior centers, and •affordable housing choices

If the airport were to expand, the vision for the Westside’s future still remained the same except some alternate land use recommendations. Most residents would like to see a better quality of life and no airport expansion. However, this exercise specifically asked them to assume that the airport had expanded. This time the vision was that the areas affected by the airport expansion would be developed as:

Commercial uses or uses that encourage economic growth such as:

Marinas/hangars•Tourism related businesses•

Furthermore, residents agree that with the airport expansion the following should be encouraged:

More jobs•Multi-modal/environmentally friendly transit•Marine industry•Demolish abandoned buildings in disrepair, and increase lot •sizes along Griffin Road

The attendees were divided into 4 or 5 groups of people and were asked to list their vision for Westside Dania Beach 20 years from now. Next they were asked to list their recommendation for the area if the proposed Fort Lauderdale-Hollywood International Airport runway expansion (south runway) were to occur. Each member presented his or her vision to the group. Each group then picked its top visions as a group and presented them to all attendees of the meeting.

The meetings were attended by residents, business owners and City staff. Vice Mayor McEleya, Commissioner Albert Jones, and Commissioner Walter Duke were in attendance as well only to observe.

The following are the vision ideas from the meetings: Connection to the port and airport•Economic development efforts; create new mixed use •developments, attract better quality businesses and encourage businesses to establish their headquarters Unified signage •Improve and provide additional transportation, more bus •routes that are in sync with the airport and the trainsProvide more housing choices, including affordable •housingMore/better parks, including dog parks•Provide safe sidewalks•Reduce crime•Maintain the integrity of residential neighborhoods•Pedestrian friendly development including bike paths•Provide more landscaping and upkeep of the same•

PUBLIC INPUT PROCESS As is critical to any planning process, several public meetings were held over a course of six months to solicit public input for the future of Westside. The process is described in detail in this Chapter.

Visioning

Three public meetings were held in various parts of the City to solicit ideas and visions for the future of Westside Dania Beach. The meetings were announced by way of mail notices, Dania Beach public television, the City website, the Dania Beach Press (a local newspaper), and the general newspaper of circulation.

The first meeting was held at C.W. Thomas Park on May 5th 2009, the second at Patrick J. Meli Park and Community Center on May 13th 2009, and the third at City Hall on June 2nd 2009. All meetings started at 6:00 pm and were scheduled to be one hour meetings.

All three meetings followed the same format to allow residents from all areas of the City the same opportunity to let their ideas be incorporated into the Plan. Each meeting commenced with a PowerPoint presentation. The presentation provided an overview of the Plan’s objectives, the meetings’ goals, and a background on planning activities around the area that might affect the Westside, such as the SR 7 Davie/Hollywood/Seminole Nation Master Plan, potential conversion of the FEC rail line to a commuter rail, Broward County MPO plans and the Dania Beach CRA plan.

PUBLIC INPUT PROCESS


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airport noise should eventually be more airport compatible. One additional concern that was raised at the meeting was speeding vehicles on Griffin Road.

Marine and industrial uses west of airport including a •Marine Merchandise MartAviation uses•Office uses•Greater demand for restaurant and consumer goods•Combine efforts with the City of Fort Lauderdale to •encourage business along Marina Mile Potential for tourism in Marina Mile •area

The third question asked of participants, and resulting responses were:

What do you envision the future physical characteristics to be along the:

Griffin Road CorridorWider business corridor•Make zoning consistent •The intersection of •Ravenswood Road with Griffin is the economic center of the area

Stirling/Ravenswood Road Corridor Expansion of design •industryExpansion of “outdoor” •related retail Encourage hotels •

Marina Mile/State Road 84 Corridor

Encourage retail/office•More hotels•Improved and •consistent signageBeautification project•

The Executive Business Council Meeting was held in City Hall on July 28th 2009. The Council echoed the thoughts that were voiced in all of the previous visioning sessions. Mainly, that the residential areas affected by the

Chamber Of Commerce Special Meeting and Executive Business Council Meeting

On July 21st 2009, the Chamber of Commerce held a special meeting for the Westside Dania Beach Master Plan business community vision. The meeting was held at the well known restaurant in the Westside study area, Tropical Acres. It was attended by 15 people including Commissioner Duke. During the hour long session, the attendees were asked to respond as a group to three questions, as follows:

1. What, if any, are the important issues the City needs to address in order to retain and expand businesses in the study area?2. How will the airport expansion shape the future of businesses in the study area? 3. What do you envision the future physical characteristics to be along the following corridors:

Griffin Road •Stirling Road •Ravenswood Road •Marina Mile/State Road 84 •

The response from that exercise is summarized below.

Remove barriers /constraints such as:City’s overall image•Political history and the reputation of not being friendly to •businessLack of infrastructure, including transit•Attract more commercial development•Increase depth of parcels along commercial corridors •Utilize the fact that Griffin Road is internationally known for •Hard Rock Hotel and Casino and the Design Center Of The Americas. Marine industry/ancillary businesses•

In the second exercise, participants were asked the following question:

How will the airport expansion shape the future of businesses in the study area?

The responses were:Opportunity for Dania Beach to be a Gateway City, as long •as adequate buffering from the airport is ensuredOpportunity for hotel related development in Dania Beach •including a Convention Center in Dania BeachLess desirable for residential uses under flight path •


Map 39: Map showing non-residential landuse pattern in and around the study area


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groups presented their table’s discussion to all the other groups. Staff was present to assist with questions.

On September 29th the second of the three plan development workshops was held at City Hall from 6:00 pm to 8:00 pm. Fort five citizens were in attendance in addition to Commissioner Walter Duke. The meeting commenced with a brief project overview followed by two facilitated group exercises. The purpose of these exercises was to determine the physical form of development that citizens envisioned along the Griffin Road Corridor. This was achieved by asking the participants to vote on their preferred street section from an assortment of profiles that were presented. Preference for architecture style was also sought at the meeting.

Based on all the input obtained throughout the planning process, a consensus plan was prepared for each expansion scenario. The consensus plans reflect the vision of the residents and other stakeholders, as well as opportunities and constraints presented by the possible expansion of the Fort Lauderdale Hollywood International Airport. The plans are discussed in detail in the following chapters.

Plan Development

There were a total of three plan development meetings, the first of which was held on August 31st 2009, at International Game Fish Association in the Westside Dania Beach. The purpose of this meeting was to solicit citizen input on developing a concept plan. The meetings were noticed by emails from the City and the consultant, by notice in the August issue of Dania Press, the City’s website, the City’s cable channel, a quarter page advertisement in the Sun Sentinel newspaper and postcard meeting notice for all three upcoming meetings by mail.

A total of 97 people attended in addition to eight members of City staff including the City manager Bob Baldwin and the Assistant City Manager Colin Donelly. Commissioners Albert Jones, Bob Anton, and Walter Duke were present only for observation. The meeting commenced with a brief presentation about the master plan, after which the citizens were asked to discuss, within their groups, specific land uses for North Runway/No Expansion and South Runway Expansion scenarios. After the discussion, they were asked to vote for the uses they deemed most appropriate for the future development of Westside. This was done in individual workbooks that were handed out at the beginning of the meeting. Each worksheet in the workbook had a “1 - No Change” option in addition to other use choices. At the end of each runway expansion exercise, the



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North Runway Expansion (Alternative C1)

There are 3 runway expansion alternatives that involve expansion of the north runway – C1, D1 and D2. For the purpose of the Westside Master Plan planning effort, Alternative C1 was analyzed because it is the only alternative that does not involve expansion of the south runway in addition to the north runway.

The runway alternative C1 consists of the construction of a 7,721-foot at grade runway located 850 feet north of existing runway 9L/27R. There are no direct impacts associated with runway alternative C1 since all of the land area required for the new runway and the proposed redevelopment of the terminal area would occur on airport property. Noise impacts for the existing condition do not affect any residential property, and there are no additional indirect noise impacts for property within the Westside study area.

South Runway Expansion (Alternative B1b)

The runway alternative B1b consists of the redevelopment and extension of the existing Runway 9R/27L to an 8,000-foot long, 150-foot wide elevated runway. Direct impacts associated with this alternative include an expanded runway protection zone (RPZ), which may result in the acquisition of the Hilton (Wyndham) Fort Lauderdale Airport Hotel and Dania Boat Sales, since portions of these establishments fall within the RPZ.

According to the FEIS, indirect impacts associated with the 2020 Alternative B1b affect approximately 1,051 housing units, with a population of 2,472, falling within 65+ DNL contours. It is noted, however, that Alternative B1b does not provide for any operational restrictions, which has the effect of maximizing adverse noise impact in the Westside area. There are no libraries, nursing homes, churches, schools, or hospitals within the 65+ DNL.

Runway Alternatives for Westside Dania Beach

A comparative analysis of the geographic areas affected by the No Change alternative and North Runway Expansion alternative is depicted in Map 36 (Regional Context). This shows that the areas of additional impact are not located in a residential area. The additional impact will not result in any change in development patterns to under the additional 65+ DNL area within Dania Beach. Therefore, for the purpose of this master planning process, the Westside Master Plan treats the north runway expansion and the no change alternative as the same, since they generate the same impacts. Conceptual plans and strategies to enhance the study area under either the north runway/no expansion and the south runway expansion are described in the following pages.

MASTER PLAN

The Westside Master Plan is a smart growth-based master plan that includes development options for different airport scenarios. It goes beyond simply addressing various airport expansion options, however, and provides recommendations that the City should pursue, regardless of the airport issue, that will enhance the Griffin Road corridor and Westside neighborhoods while encouraging economic development, particularly in the area of Griffin Road and Ravenswood Road/Angler’s Avenue.

Direct and Indirect Impacts of Three Runway Alternatives

There are both direct and indirect impacts associated with airport expansions. By definition, direct impacts are those impacts that require the acquisition or taking of property for proposed airport development. For the Fort Lauderdale/Hollywood International Airport expansion, this will occur, although not within the study area. By definition, indirect impacts are aircraft noise impacts on land within the 65+ DNL noise contours. Note, however, that actual noise impacts will occur outside of the 65+ DNL due to single event occurrences. Below is a description of the alternatives and their impacts as stated in the Final Environmental Impact Assessment Study (FEIS).

No Change Alternative (FAA Alternative A)

No direct impacts are associated with the 2020 Alternative A, because no changes will be made to the airfield. There will, however, be indirect impacts associated with the no action alternative due to anticipated increases in operations through the year 2020 and an increase in nighttime operations. It is anticipated that the number of aircraft operations past 9:59 p.m. will increase approximately 15 percent. Therefore, since DNL noise contours are defined by the average sound level over a 24-hour period with noise occurring between 10:00 p.m. and 6:59 a.m. receiving an additional 10dB “penalty” due to the additional annoyance of noise at night, the noise contours for the no action alternative are larger in some cases compared to the other alternatives.

According the FEIS, indirect noise impacts will result in 696 housing units within the DNL noise contours of 65+. In addition, 693 units are within the 65-70 DNL noise contour. There are no libraries, nursing homes, churches, schools, or hospitals within the 65+ DNL noise contours.

MASTER PLAN

C1 - North runway alternative

No change

B1b - FAA prefered alternative


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The No Expansion/North Runway Expansion Consensus Plan included a few other recommendations made by The Mellgren Planning Group and reviewed by the participants. These included providing continuity of a mix of uses on Griffin and Stirling Roads, and establishing commercial on the south side of Griffin Road, west of SW 40th Avenue, and wrapping that commercial around SW 45th Avenue. SW 45th Avenue is contiguous to land in the City of Hollywood that fronts on S.R. 7. By designating this north south strip of land commercial, it provides parcel depth adjacent to S.R. 7 to encourage substantial and meaningful development on that corridor.

Master Plan

The Westside Master Plan is a result of public and stakeholder input and application of sound planning principles. A total of six public meetings, meetings with the Chamber of Commerce and the Executive Business Council were held to obtain input throughout the planning process. The purpose of this planning initiative is to place Dania Beach in a proactive position to address any of the airport expansion initiatives. In addition, this effort has resulted in a master plan and implementation priority plan. The master plan is based on the consensus plans, includes sound planning principles, and identifies projects and programs that Dania Beach should undertake regardless of the airport issue, and the implementation priority plan provides the City with a recommended priority list for project implementation.

No Expansion/North Runway Expansion Consensus Plan

The No Expansion/North Runway Expansion Consensus Plan resulted from extensive public input. Because this alternative would have no additional impact on existing land uses, The Mellgren Planning Group felt that many of the land uses were appropriate. Stakeholders were asked, however, to comment and provide input in two key areas and, in addition, The Mellgren Planning Group made several recommendations based upon sound planning principles.

Participants in the public input process were asked for input regarding uses north of Griffin Road and west of SW 37th Avenue to the western edge of the study area. Existing uses in that specific area are residential on the east side and marine related uses on the west. There are some commercial uses along the south edge on Griffin Road, and the Wheelabrator plant is to the north. Stakeholders were given the option of no change, marine uses, commerce uses, or some combination thereof. The majority of participants stated that they would prefer to see commerce uses on the east side of that specific area and marine uses on the west side of the area.

The second area for which input was sought was the Griffin Road corridor; both the north and south side. Again, participants were given the option of no change, commercial uses or mixed uses. The majority of workshop participants selected a mix of residential and commercial uses.

MASTER PLAN

Map 40: Consensus plan for north runway/no expansion

Consensus profile for Griffin Road for North/No runway expansion


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South Runway Consensus Plan

Significant public input was also a cornerstone in the development of the South Runway Consensus Plan. Because of the significant impact of the south runway alternative, residents selected future uses that are quite different from the No Expansion/North Runway Expansion Consensus Plan.

For the area north of Griffin Road and west of SW 37th Avenue to the western edge of the study area, participants selected the same uses as for the No Expansion/North Runway Expansion Consensus Plan. These were commerce and marine related uses.

The area west of Ravenswood Road/Anglers Avenue and north of Griffin Road was envisioned by participants to undergo a significant change. Instead of mixed use on the Griffin Road corridor, they envisioned commercial only; no residential because of the negative impact of aircraft noise. The uses that the majority of participants selected were marine, entertainment/conference, office and commercial. Stakeholders felt it important to capitalize on the existing marine uses on the east side of Ravenswood Road/Anglers Avenue. They also felt that the proximity to the airport provided an opportunity for conference space to serve business travelers, and entertainment space to serve both the local community and tourists. West of 30th Avenue, participants saw an opportunity to create an office park to attract businesses --- even corporate headquarters --- and create an environment that fosters economic growth.

Participants next considered the uses that should be established in the area of the Ocean Waterway mobile home park and the area now called Melaleuca Gardens. As with all other options considered, no change was an alternative, along with airport related uses, marine uses and uses related to the DCOTA. The majority of participants selected DCOTA related uses for the Ocean Waterway site, in recognition of the fact that DCOTA is a regional asset. For Melaleuca Gardens, they selected marine related uses to capitalize upon the marine industry as an economic engine.

MASTER PLAN

Map 41: Consensus plan for south runway expansion

Consensus profile for Griffin Road for south runway expansion (looking west)


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Westside Adopted Future Land Uses

MASTER PLAN

Final Master Plan

The master plan is based on the consensus plans but also reflects some changes, based on the feedback we continued to receive through the public meetings and through application of sound planning principles. First, the area near the three neighborhoods proximate to the Wheelabrator is left as residential even though the community consensus was for commerce in both the plans. These

are well established neighborhoods and are not in the 65 DNL noise contour. Second, we recommend allowing some port or aviation related use in the Melaleuca Gardens neighborhood if the south runway expansion occurs. From a planning perspective it would be wise to take advantage of the locational opportunity. Finally the third change is also made to the south runway expansion plan. We recommend that the uses along Griffin Road corridor and 30th Avenue be changed from strictly commercial uses as depicted in the south runway expansion plan to “Corridor uses”. This is recommended to allow for Griffin Road corridor redevelopment to commence without any delays due to the airport expansion or noise mitigation strategy finalization.

Map 42: Proposed Westside Master Plan


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The master plan recognizes the importance of maintaining neighborhood integrity, while promoting economic development in the Westside. The recommendation for promoting the marine industry at the confluence of South Fork of the New River and Dania Cut-off Canal was not a result of any direct or indirect airport expansion. Rather, the participants recommended it as an economic development strategy and, from a planning perspective, it makes good planning sense given the already existing industrial land use designation on a portion of the area. In addition, is important to note that both consensus plans recommended a change of land use from residential to commerce in the Davis Isles and Aqua Isles community. The final master plan, however, left this established residential area as residential, with a recommendation to evaluate noise impacts if and when the south runway is expanded and fully operational. What is recommended at this time are some improvements to the existing and established neighborhoods and to the non-residential areas in order achieve the community vision. These are discussed in detail below.

Gateway featuresThe City of Dania Beach is engaging in several planning activities to improve the image of the City. An additional step that the City can take is to develop well designed and impressive way-finding and gateway features. Map 43 identifies the locations where the gateway features should be located. These features should be coordinated with landscaping and should reflect the citizens’ pride for Dania Beach. Some examples of gateway features are also shown here.

MASTER PLAN

Map 43: Proposed locations for entryway features

Examples of gateway features

Existing feature


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SustainabilityAny development and redevelopment opportunity should always consider sustainable growth and development practices. The onus for sustainable growth is shared by both the private and the public sectors.

The City can promote sustainable and green building and living strategies through education, financial incentives and by providing infrastructure. There are several funding sources identified in the “Recommendations” chapter of this plan that the City should consider to provide incentives for green building and community development. Some sustainable practices that can be implemented as the Westside redevelops are listed below. It should be kept in mind that sustainability encompasses not only green building practices but also social equity and economic sustainability. The City can include some of these strategies in its land development regulations to ensure that redevelopment adheres to these practices. The City can also take a leadership role to implement some of these strategies on an areawide basis. These strategies include:

Compact Development•Housing and Jobs Proximity•Diversity of Uses•Diversity of Housing Types•Reduced Automobile Dependence•Universal Accessibility•Walkable Streets•Bicycle Network•Transit Facilities•Use renewable energies and materials•Construction Waste Management•Comprehensive Waste Management•Wastewater Management•Water use reduction and recycle•Reduce urban heat island effect•Reduced Parking Footprint•Maintain bio-diversity•Economic sustainability•Certified Green Buildings•Climate change impact management•

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Some examples of sustainable strategies


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Pedestrian infrastructure A good bike and pedestrian system attracts new residents and can increase property values. A walking experience will be enjoyable if the pedestrian environment is clean, attractive and safe. Some elements of a good pedestrian environment are listed below.

• Protection from automobiles• Destinations within walking distance such as parks,

neighborhood retail, transit stops/stations, offices, schools and community facilities

• Interconnected streets with wide sidewalks• Street lighting at a pedestrian scale• Medians on wide streets to provide a refuge area for

crossing pedestrians• Signage within a development should be coordinated in

terms of scale, design, color, materials, and placement• Adequate lighting carefully designed such that landscaping

does not impede visibility or create hiding places• Pedestrian links should be provided to adjacent

development and to the regional trail system• Include low walls, wide steps, benches and other outdoor

furniture because they are all opportunities for pedestrians to sit down especially in plazas, courtyards, and parks

• Eliminate barriers such as grade changes, landscaping that blocks direct access unless required by design, uneven surfaces

SidewalksTMPG conducted a preliminary sidewalk inventory. Map 8 (Existing Conditions) shows the parts of Westside that currently have missing links or no sidewalks. Based on Smart Growth principles and the community’s desire, it is recommended that the City complete the sidewalk network within the area. As previously stated, several streets in the area are not connected. It is strongly recommended that at least a pedestrian connection be provided. This may need a detailed study to identify property acquisition for missing links, especially around public parks.

MASTER PLAN

Some examples of sidewalks

Existing condtions showing lack of pedestrian infrastructure


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Bikeways and GreenwaysThe Broward County Greenways Map shows a few trails through the City of Dania Beach. In Westside they are the “Central Trail” in the FPL right of way and the “New River Loop” along the Dania Cut-off Canal. It is recommended that in addition to these proposed greenways, the City consider establishing bike lanes in the locations shown on Map 44 to provide connectivity with the trail system to the east of I-95 and to provide a connection to the beach. Safety is of utmost concern when providing for such infrastructure and, therefore, it may be necessary to provide for some traffic signals on major thoroughfares to accommodate the bicycle traffic, even if the automobile traffic does not warrant a signalized intersection.

MASTER PLAN

Map 44: Recommended bikeways and greenways


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Transit stopsAccording to the Broward County Metropolitan Planning Organization’s (MPO) 2030 cost feasible transit plan, and its draft 2035 cost feasible transit plan, it is anticipated that Griffin Road will have a rapid bus service that will connect with Davie and the airport. It is recommended that the appearance and functionality of the transit shelters be made more aesthetically pleasing and compatible with the improved streetscape. Some examples are shown here. The City should work on building public-private partnerships or actively seek funding to provide such shelters. Additionally, the City may consider negotiating with the MPO to eventually make one lane in each direction of Griffin Road a dedicated bus lane. In the short term, however, bus pull outs for transit stops should be established to maintain a consistent flow of traffic along the major corridors.

MASTER PLAN

Examples of transit stops

Existing facility in Westside


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Street lightsAdequate lighting is crucial for safety and security of any urban environment. While Westside has street lights, they are disproportionately tall, especially along the Griffin Road corridor. Griffin Road should be developed as transit corridor, thereby making Griffin Road multi-modal in nature. Providing street lights that are proportionate with the surrounding development it also creates an atmosphere that responds better to the pedestrian and bicycle movement that is anticipated in Westside. Some examples are shown here.

MASTER PLAN

Examples of street lights in proportion to surroundiing development. Source: The Mellgren Planning Group

Disproportionately tall street lights


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such uses that wish to locate within the 65 and over noise contour line be made aware of the potential risk to owner.

If the north or no runway expansion occurs, it is recommended that the neighborhoods in Subarea 1 north of Griffin Road and west of I-95 should remain residential, with improvements such as sidewalks, street interconnectivity, conversion to sewer and property maintenance. If the south runway expansion occurs, then a land use plan amendment should be processed for the area to allow the entertainment, office and retail type of uses shown on the Consensus Plan.

in the Marina Mile and IGFA and Outdoor World in the Tiger Tail area, but need additional incentives for other properties to upgrade; supporting infrastructure and branding opportunities could help. It is especially important for the City to pay close attention to this aspect of Westside’s redevelopment, since the Dania Beach CRA is on the cusp of major marine industry development. Although marine industry opportunities in the Westside are limited due to low bridge heights, the area can still benefit by targeting the smaller boat related niche.

The third priority in the plan is given to the residential neighborhoods. In light of the fact that the City has recently finished Citywide neighborhood appearance workshops and is currently updating its land development regulations, the Westside plan does not make specific recommendations to address those issues again. What has become apparent during the workshops with stakeholders for Westside is a strong desire for a pedestrian and bicycle friendly environment, as well as community serving facilities. The plan makes specific recommendations to address these issues.

The residential area that is north of Griffin Road and west of the transmission lines may consider the issue of land use compatibility if and when the south runway is expanded. This is given the last priority on the plan because this consideration is airport dependent. While the community is not within the 65+ DNL, single aircraft events may create significant noise contamination. If, after a subsequent land use analysis, this is found to be the case, it may be more logical to convert the land use of this area to a more compatible commerce use, while addressing any displacement issues that will arise.

The areas that are affected by the south runway expansion noise corridors are dependent on the discussion between the City and the FAA. It is not the intent of this plan to discourage any property upkeep and maintenance in this area at the present time, but it should be noted that because there is a potential that residences and any future schools, hospitals, nursing homes, libraries and similar facilities maybe rendered incompatible in the near future, it is our recommendation that any new facilities with

Plan Phases

This Master Plan recognizes that although the airport expansion activities will have a direct effect on the Westside, there are several steps that the City should take now regardless of the airport. These steps will bolster the quality of life of the community for both residents or business owners alike. Similarly, there are several recommendations that the City may consider evaluating at a later point in time, if all the short term redevelopment goals are achieved.

The facing graphic, Map 45, depicts the priority areas and the issues that need to be addressed in these areas. It should be noted that these priorities are neither tied to a certain time frame, nor should it be inferred that the next priority activity cannot be initiated until the previous is completed.

The Griffin Road corridor redevelopment along with the two nodes – its intersection with SR 7 and Anglers Avenue - are identified as immediate priorities for the City of Dania Beach. Although the two Consensus Plans suggest different uses along this corridor based upon the runway expansion alternatives, it is of utmost importance that the City not wait for the airport decision and proceed with corridor planning. This is recommended for the following reasons:

Some businesses on the corridor are already suffering from the declining economy. If the decline is allowed to continue, it may effectuate an appearance of blight due to closed or abandoned businesses and building.

Griffin Road serves as a gateway into the City as well as a gateway into the residential neighborhoods to the north and south. Its appearance and economic sustainability is vital to the stability of these neighborhoods. There are several studies and plans that have been recently finished or are underway to the east and west of the study area; the Dania Beach CRA plan and the SR 7 Corridor plan. The City should be an active participant as appropriate in these efforts in furtherance of the Griffin Road effort.

Second on the priority list are the industrial areas in the study area – the Anglers Avenue corridor including the Tiger Tail Industrial Park, the proposed marine industry related development around the confluence of the South Fork of New River and Dania Cut-off, and the Marina Mile area. All three of these areas have good and marginal pockets of development. The Tiger Tail and Marina Mile areas are in a stage of redevelopment that can be categorized as intermediate; in neither a poor nor optimal condition. They have large and well known anchors, such as established marine industries

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Map 45: Plan implementation prioritization


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typically extended to other nonconforming uses, such as the ability to make alterations to the dwelling. Incentives should be instituted in order to increase the viability of parcel aggregation by offering the resident an appealing financial gain for selling, while minimizing the cost that the developer incurs by purchasing land at a price that reflects improvements that will only be demolished.

It is recommended that the Griffin Road Corridor be at least 300 feet deep from the curb line. This depth will accommodate additional sidewalk dedication, and in some instances, bus bays for transit stops that may be required along Griffin Road. Additionally, adequate rear buffers need to be provided to buffer the single family residences behind the frontage lots. It should be noted that a corridor designation of 300 feet in depth does not guarantee that all parcels within the 300 feet will be aggregated. The aggregation is still dependent on the owners choice to sell and a developer’s interest in aggregating. This designation is only meant to help the development process move quickly after the aggregation is achieved.

compatible with pedestrian environments. Accordingly, uses that should be excluded are uses that generate high vehicle-pedestrian conflicts and are frequented by large truck traffic; those that generate noise, vibration or odors or which utilize excessive lighting. Additionally, the Griffin Road corridor can benefit from its location as a transit connector to the airport, SR 7 and I-95 and, therefore, include retail, consumer or service businesses, and offices.

Certain use types require special design consideration. For example, multiple-family dwellings require adequate privacy and noise buffering from Griffin Road, without being walled-off or turning their backs to the roadway. Other examples are businesses that generate high traffic volumes, such as restaurants and pharmacies with drive-thru service. It is recommended that the corridor regulations specifically address the components of lot, building placement, access location, site circulation, and compatibility with residential use.

The Griffin Road “corridor use” on the proposed use map is intended to facilitate aggregation of frontage parcels with residentially designated parcels to the rear. This is intended to improve the functionality of frontage parcels to allow for substantial development. Parcel aggregation will take many years, and in some cases, may never occur if residents do not wish to sell or if there is insufficient interest on the part of developers. In the most unusual instances, an entire block of single-family homes would be made nonconforming. For this reason, residential properties that are made nonconforming should be afforded additional rights not

Griffin Road Corridor

For the reasons discussed previously, the Griffin Road corridor redevelopment is identified as a first priority project for the Westside. For that section of Griffin Road that is east of I-95, no recommendations are made at this time because adequate median landscaping exists and the linear park to the north provides an adequate visual buffer between the airport and the residential area to the south.

The Griffin Road Corridor suffers from a lack of identity, lack of adequate pedestrian infrastructure, speeding automobiles, and potentially hazardous situations where residential driveways back right into to the six lane arterial. The following is a list of issues and broad recommendations to address these issues.

Table 40: Griffin Road Corridor Issues and Solutions

Griffin Road CorridorIssues Solutions

Under-utilized parcels Add flexibility to type of uses and facilitate redevelopment

Inappropriate uses Change underlying land use and encourage recommended uses

Shallow lot depth Encourage parcel aggregation, facilitate the process by changing underlying land use and zoning

Lack of identity Unified landscaping and signage, create regulations to achieve a desirable built form

Speeding and high accident occurence

Create enclosure of street space to slow traffic, reduce number of street intersections

Dilapidated structures Seek funding for acquisition and demolition

The Westside neighborhoods suffer from lack of neighborhood serving businesses. It is recommended, therefore, that the Griffin Road corridor encourages neighborhood serving businesses to locate in the area. Such businesses are, for example, restaurants, dry-cleaners, barber shops, coffee shops and newsstands. The first floor of all development should be built to allow such businesses to operate, while the upper floors could consist of a variety of office uses as well as medium-to-high density residential units preferably located on the south side of Griffin Road until such time as the outcome of airport expansion is known. These uses are considered

MASTER PLAN

Map 46: Existing and Proposed Land Use Patterns along Griffin Road


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east west connector while providing for the local property owners as well as the regional economy in a safe and sustainable manner. The interface of the public realm with the private realm 2. does not need to be a stringent “one size fit all” solution. For a corridor that encourages a mix of uses that are neighborhood serving, that are of regional significance, and provides housing choices, a set of regulations needs to be formulated to address the front yard treatment. A vertical mix of uses should be encouraged, but not required. A mix of uses is envisioned for the corridor, but not necessarily mixed use on each individual parcel. Form and use regulations on private land need to be 3. realistic and address issues that the owner may face, while securing redevelopment that serves the community’s needs and vision while, at the same time, being economically feasible.

It is recommended that the profile of Griffin Road be revisited. As depicted on the Broward County Traffic ways Plan, Griffin Road is shown as a 120-foot arterial. An alternate profile with a five foot additional sidewalk easement on both sides is shown here. This is done to provide an adequate vehicle/pedestrian buffer, wider sidewalks, and to allow the flexibility to dedicate one lane in each direction for transit buses at a future time.

FormDuring the public workshops, the residents expressed a preference for a more suburban development pattern for the corridor, where the buildings are set back further from the street, compared to being brought closer to the street. Bringing the built form closer to the street - usually a minimum height-to-width ratio of 1:6 -will create a sense of enclosure, which results in a sense of safety and a more pedestrian oriented environment.

Although the residents would like to see the buildings setback further from the street, the City can still create that sense of enclosure by utilizing trees or other landscape features. Buffering the pedestrian from a six-lane road with a landscape buffer, planting shade trees in the median, and, providing a knee wall close to the sidewalk all provide vertical elements that to divide a large open space into smaller more intimate spaces. Utilizing trees as a vertical element to create a sense of space not only serves as an urban design element that binds and unifies the corridor, but also provides other benefits such as better air quality, storm water run-off reduction and cooler temperatures.

The long term vision for the Griffin Road corridor is a multi-modal environmentally friendly transit corridor. Certain minimum densities and intensities are associated with transit supportive development, in addition to the form of the development. For example, for frequent bus service in a transit oriented development, the residential density is ideally between 10 to 15 dwelling units per acre and a non-residential intensity of over 50 employees per acre. Preferred FAR (floor area ratio) of 1.0 to 2.0 with structured parking is typically preferred for transit supportive developments. Orientation of buildings also plays a critical role in creating a transit friendly development.

Keeping in mind the factors that lead to a successful transit oriented corridor, a suburban looking character that the stakeholders desire, and the fact that parcel aggregation will play a critical role in the redevelopment of Griffin Road corridor, TMPG has certain recommendations for the built form. These recommendations need to be refined and ultimately included in the district regulations. These are as follows:

Consider the right-of-way configuration of the street itself. 1. Make it multi-modal friendly and capable. Put in place design elements that help to reduce speed, and enhance user safety and corridor appearance. There are examples of how the Federal Highway Administration encourages context sensitive design. Pursue with the MPO a design that allows Griffin Road corridor to continue the function of

MASTER PLAN

Lack of spatial enclosure due to a large height to width ratio

Spatial enclosure is achieved through landscaping and creating smaller more comprehensible spaces. A smaller height to width

ratio also contributes to a stronger sense of place.

Griffin Road corridor with future transit showing dedicated bus lanes

Proposed Griffin Road Right Of Way plan view

SidewalkLandscape buffer

Bike Lane

Travel Lanes, 11’ each

Landscaped median

Travel Lanes, 11’ eachBike Lane

Landscape bufferSidewalk

120’ Right Of Way with additional 5’ sidewalk easement on both sides


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Parts of Griffin Road have turn lanes almost every 500 feet apart. This can lead to unsafe driving conditions and a lack of median space for meaningful landscaping. Map 49 shows the frequency of accidents in the Westside area. Most of the accidents within the entire study area occur along Griffin Road. It is recommended that a traffic study be undertaken to reduce the number of left turn lanes. This will also provide greater median area for landscaping that will also serve to provide a sense of enclosure.

MASTER PLAN

Map 47: Map depicting typical charecteristics of Griffin Road in Westside - unaligned north-south streets intersections; inadequate landscaping in me-dian due to large number of turn lanes

Map 48: Map depicting a potential solution by restricting the number of full intersections and allowing only right-in, right-out access to smaller streets

Median landscaping

Map 49: Accident occurrence frequency


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For parcels that are unable to be aggregated but desire to be developed with a non-residential use, the developer should be required to build closer to the street with minimal setback requirements. This will allow the parking to be placed in the rear of the property, providing a separation of commercial uses from the single family residences in the back. The first floor of all buildings should be designed to accommodate an active use, and the minimum floor to ceiling height should be regulated.

If the rear parcels are aggregated and the developer desires to provide parking in the front, the building height should be a function of the number of rows of parking provided. For example, if one row of parking is provided in the front, the height of the building should be increased by an additional story. No more than two rows of front parking should be allowed. In the case of front parking, a knee wall with intermittent cut-outs for pedestrian access should be provided. The knee wall is required as an urban element that continues to define the pedestrian space regardless of building placement and its proximity to the street.

Building location

Additional parking in the rear or under the building

Shared driveway

Griffin Road

No more than 1 double loaded park-ing in the frontPedestrian commectors

Building location

Parking in the rear

Shared driveway

Griffin Road

Landscaping in the rear (as shown in example photo)

Sample lot layout with rear and front parcel aggregation

Sample lot layout with front parcel aggregation

Example of development with majority of parking in the rear of the property

Example of rear landscaping treat-ment to buffer from single family residences

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Another preference survey conducted with the residents indicated a liking for a Key West style of architecture. It is recommended that design guidelines are prepared for the Griffin Road corridor. Certain key elements such as roof lines, porches, color palette, window and door details along with wall sign specifications should be considered.

MASTER PLAN

Source: The Mellgren Planning Group

Griffin Road Corridor development examples

Sidewalks with pervious pavers

Entry features with landscaping

Signage that is clearly legible and visible

Bike lane

Knee wall/fence consistent with architectural style

Trees with substantial clearwood and high canopy to allow visibility for businesses from the corridor


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Angler’s Avenue/Ravenswood Road Corridor

This corridor is fast becoming an economic engine in the Westside. With Outdoor World, IGFA headquarters and the transit station as it’s main anchors, this area has much potential for additional future growth. The main recommendations for this corridor are as follows:

Unify the name of the roadway. This will allow for easy •identification, and if Anglers Avenue is the preferred name, will reinforce and promote the marine industry. Treat the intersections of this roadway with Griffin Road, SR 84 •and Stirling Road with impressive design and if applicable, built form. Parts of this street are slated to expand in the near future. It •is strongly recommended that the City negotiate with the County to ensure there is adequate landscaping along the corridor. Encourage hotels, outdoor or fishing industry related uses •and negotiate with the County to either move its transit facility or provide adequate screening as an effort to beautify the corridor. As per citizen input and both the Consensus Plans, this •corridor would be ideal for inviting the marine industry. Because the Westside has limited boat access due to bridge heights, the type of marine uses envisioned are those that support smaller boats, and ancillary businesses such as a marine mart. The marine mart will benefit from the proximity to other marine businesses that may locate either in Westside or the Dania Beach CRA.

Marina Mile /SR 84

Marina Mile is famed for yacht construction and repair. The uses in the area are already appropriate. The recommendations for that part of Marina Mile that falls within the study boundary are:

Formulate economic incentives to retain the existing •businesses. Coordinate with the adjoining municipalities to promote a •district wide beautification program. Update the land development regulations to include •screening requirements and enforce the same. Install gateway features the City at the City boundaries •along SR 84Prepare and install way finding features, especially for •Ravenswood/Anglers Avenue.

MASTER PLAN

Existing apperarance along Anglers Avenue/Ravenswood Road

Examples of apperarance improvements with fences, landscaping and faux-facades

Existing apperarance


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2.11 In subarea 3, amend zoning regulations for screening to improve and enhance aesthetic conditions.

2.12 Identify funding sources to acquire land for pedestrian and bicycle infrastructure along roadways and between development to provide uninterrupted non-motorized access.

2.13 Improve and create an urban park like setting for the quarter-circular portion of the park along Ravenswood Road/Anglers Avenue.

2.14 Create substantial incentives for mixing uses (if possible) and producing the desired building form within transit nodes, treating these as “seed projects”.

3. GoalEncourage and promote logical development and redevelopment that meets a high standard of quality.

3.1 Immediately undertake a land use plan amendment to increase corridor parcel depth along Griffin Road to sufficient parcel sizes that will accommodate development of a high standard of quality.

3.2 Establish regulatory mechanisms and incentives to encourage parcel assemblage for corridor uses.

3.3 As development standards for the Griffin Road corridor are prepared, include regulations that address small corridor parcels that are unable to be aggregated.

3.4 Amend land development regulations to reduce required parking for uses in mixed use development.

3.5 Through site plan and other regulatory reviews, ensure that uses permitted on Griffin Road serve pedestrian traffic as well as vehicular traffic.

3.6 Create a long range master plan for that portion of Subarea 1 that lies between Griffin and Stirling Roads, and the FPL transmission lines and Anglers Avenue to establish a plan for long-term and sustainable housing.

3.7 Reduce the number of curb cuts on Griffin Road by amending development regulations to require cross access, when feasible, for adjoining properties.

2. GoalImprove the appearance and function of the major corridors within the Westside study area.

2.1 In order to provide additional landscaping in the median on Griffin Road, conduct a traffic study to analyze the effects of reducing the number of left turn lanes (but ensuring traffic speed is not increased) thereby increasing median width for planting area.

2.2 Coordinate with Broward County Highway Construction and Engineering Division to include landscaping in the Anglers Avenue right of way, as construction plans currently provide for no landscaping.

2.3 Identify resources to provide “water wise”, business-friendly landscape features on State Road 84 to create a stronger sense of identity for the corridor.

2.4 Create landscape, street furniture, lighting, signage and wayfinding design requirements, complementary to the CRA plan where applicable, for implementation on State Road 84, Anglers Avenue, Griffin Road and Stirling Road.

2.5 Create architectural standards for the Griffin Road Corridor to improve its appearance, create a sense of identity and, in addition, slow traffic by providing a visually interesting built environment. The intersection of Griffin Road and Anglers Avenue is a major node, and the standards should provide special consideration to this node.

2.6 Acquire easements for gateway features.

2.7 Coordinate with Broward County transit to determine the strategic locations of bus bays and develop regulations to ensure dedication of land to accommodate the bus bays.

2.8 Coordinate with Broward County transit to provide a dedicated bus lane on Griffin Road for the long term.

2.9 Add land development regulations to ensure that new development and redevelopment proximate to transit stops provide direct pedestrian access from the building to the transit stop.

2.10 Coordinate with the City’s legal counsel and ensure that regulatory provisions are as stringent as possible concerning the amortization of existing billboards.

WESTSIDE MASTER PLAN RECOMMENDATIONS

The following recommendations have been formulated after a thorough analysis of the various issues and opportunities presented by the airport expansion alternatives; significant public input; and, development of conceptual plans for each of the alternatives. The recommendations are stated as goals with implementing action items, and arranged first by overall recommendations, which apply regardless of the expansion alternative. These overall recommendations will improve the safety, quality of life and aesthetic conditions, thereby contributing to economic development. Following the overall recommendations are recommendations for the north runway/no expansion alternative, and those are followed by the south runway expansion alternative.

Overall Recommendations

1. GoalMaximize the potential for east-west transit connections between the Community Redevelopment Area to the east and State Road 7 to the west by modifying the function of Griffin Road to reduce traffic speed and enhance and dignify it as a transit and pedestrian corridor.

1.1 Advocate for the east-west transit alignment along Griffin Road as shown in the Central Broward East-West Transit EIS study.

1.2 Coordinate with Broward County Highway Construction and Engineering Division to slow traffic by creating a more pedestrian friendly cross-section for the street through median landscaping, relocation of sidewalks and placement of street trees between the roadway and sidewalk.

1.3 Coordinate with Broward County to strategically locate transit stops to take advantage of pedestrian serving retail.

1.4 Coordinate with Broward County to provide real time transit arrival information at transit stops so that pedestrians and retail patrons can assemble at transit stops immediately prior to transit arrival.

1.5 Actively seek public-private partnerships or other funding mechanisms to provide transit shelters that not only protect transit users from the elements, but also follow sustainable building practices while complementing the streetscape.

RECOMMENDATIONS

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6.5 Identify funding sources and undertake shoreline restoration at Cozy Cove Park.

6.6 Consider establishing a funding mechanism and implementation program to provide sewer lines in areas that are currently served by septic.

6.7 Establish a construction waste recycling program before redevelopment occurs to facilitate and encourage sustainable redevelopment.

6.8 Identify and take advantage of state and federal incentives and grant programs for energy conservation and effi ciency, and alternative and renewable energy technologies.

6.9 Recertify the City’s Future Land Use Map to amend the Broward County owned land contiguous to the south side of Pond Apple Slough to change the designation from Industrial to Conservation, and then subsequently rezone the site to a corresponding zoning category.

7. GoalPromote economic development

7.1 Where appropriate, provide opportunities for additional commercial fi shing activity in the City’s waterways.

7.2 Provide incentives for marine related commercial or industrial uses to locate in the western portion of the Dania Cut-off Canal adjacent to the South New River Canal.

7.3 Develop a marketing program to promote the Westside area to attract an array of community serving businesses and to retain existing businesses.

North Runway Expansion/No Expansion

8. GoalImplement the Master Plan.

8.1 For Subarea 1, prepare a circulation plan, including funding and implementation strategies, to provide better connectivity and, therefore, a more traversable and accessible community.

that the city conduct a demographic and economic study of the area with the 2010 data as soon as it becomes available. Use this data to determine the type of community facilities that are more appropriate for the local populations.

5. GoalEnhance opportunities for active and passive recreation and community serving facilities within the Westside neighborhoods.

5.1 Coordinate with Broward County for implementation of the recreational trail facility along the FPL easement, consistent with the Broward County Greenways Master Plan.

5.2 Develop a sidewalk or pedestrian path master plan, including implementation and funding sources, for safe and better connectivity throughout the community north and south of Griffi n Road.

5.3 Consider providing additional vehicular access to P.J. Meli Park and, if appropriate, identify funding for right-of-way acquisition.

5.4 Develop a master plan, including funding sources and implementation, to provide additional neighborhood parks and community serving facilities.

5.5 Coordinate with Broward County to relocate the Coroner’s offi ce to a non-residential area and reuse the site for a community-serving use.

6. GoalImplement principles of sustainable development to make development and redevelopment environmentally responsible, as well as addressing environmental issues.

6.1 Assess the success of the green regulations contained in the Community Redevelopment Area plan and consider implementing them citywide.

6.2 Create development regulations that require or encourage all new development to use water conservation strategies such as rain water capture and reuse.

6.3 Identify funding and continue to coordinate with FPL to install solar powered street lights.

6.4 To address the impacts of potential sea level rise on waterfront properties, ensure that all new development or redevelopment provides adequate site elevation.

3.8 Coordinate with the Town of Davie and the City of Hollywood concerning the State Road 7 Master Plan to ensure a seamless transition of the built environment into the Westside, and to ensure that development on the east side of State Road 7 is compatible with development on the western edge of Westside.

3.9 Consider requiring development and redevelopment to bury power lines.

3.10 Update zoning regulations to include enhanced landscaping and screening provisions for the Marina Mile area.

3.11 As redevelopment begins to occur, examine the feasibility and need for a public parking facility.

3.12 Update signage code to allow pedestrian signage in the back of the building, since that is where most of the local residents and automobile traffi c will access the stores from.

4. GoalImprove the Westside neighborhoods.

4.1 Enforce property maintenance regulations, including landscape requirements, to enhance the aesthetic quality of all areas.

4.2 Patrol canals to enforce codes concerning deteriorating seawalls, property maintenance and derelict vessels.

4.3. Create regulations that require vacant lots to have a berm and landscaping along the street frontage.

4.4 Determine the feasibility and, if appropriate, identify funding sources to acquire right-of-way to extend S.W. 27th Avenue to create a complete connection.

4.5 Where feasible, obtain easements to connect streets between existing dead end streets for better connectivity.

4.6 Identify appropriate funding sources to acquire and demolish dilapidated structures to encourage and maintain a high standard of aesthetics.

4.7 All demographic data and projections available are based on the 2000 census. Also the housing data that is based on projections from the 2000 census does not take into account the effect of the recession we are currently experiencing. It is strongly recommended

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11. GoalPromote economic development through redevelopment.

11.1 Develop a program to encourage parcel aggregation to encourage assemblage and redevelopment consistent with the Master Plan. Tools such as, but not limited to, a transfer of development rights should be considered.

11.2 Encourage design related industries, including DCOTA, to expand within the study area, south of Old Griffin Road.

11.3 Encourage marine and airport dependent uses for the area between the Dania Cut-off Canal and Griffin Road in Subarea 2.

South Runway Expansion

9. GoalImplement the South Runway Expansion Concept plan for redevelopment

9.1 Develop a strategy to move forward to amend the City’s Future Land Use Map to reflect the land uses recommended for South Runway expansion in the Master Plan.

9.2 Amend the City of Dania Beach zoning map to correspond to the future land use designations.

9.3 Design an area-wide storm water management plan to be implanted during redevelopment, and encourage water conserving techniques such as pervious pavement and rainwater harvesting.

9.4 Ensure that new development conforms to FAA regulations.

10. GoalAddress noise contamination and economic impacts.

10.1 Because aircraft noise will severely affect residents north of Griffin Road, develop a plan to address relocation and compensation, and coordinate with FAA and Broward County to fund and implement the program.

10.2 Seek a special area designation and/or brownfield designation for land affected by 65+ DNL to facilitate redevelopment of the area with uses that are noise compatible and consistent with the Master Plan.

10.3 Because the DNL noise contours do not reflect the impact of aircraft single events, assess the noise impacts on residential areas within areas that are outside the 65 DNL after the extended south runway is fully operational.

10.4 Monitor the ongoing economic impacts of the runway expansion on property values and ad valorem revenues.

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3.1 Immediately undertake a land use plan amendment to increase corridor parcel depth along Griffin Road to sufficient parcel sizes that will accommodate development of a high standard of quality.

3.2 Establish regulatory mechanisms and incentives to encourage parcel assemblage for corridor uses.

3.3 As development standards for the Griffin Road corridor are prepared, include regulations that address small corridor parcels that are unable to be aggregated.

3.4 Amend land development regulations to reduce required parking for uses in mixed use development.

3.5 Through site plan and other regulatory reviews, ensure that uses permitted on Griffin Road serve pedestrian traffic as well as vehicular traffic.

3.6 Create a long range master plan for that portion of Subarea 1 that lies between Griffin and Stirling Roads, and the FPL transmission lines and Anglers Avenue to establish a plan for long-term and sustainable housing.

3.7 Reduce the number of curb cuts on Griffin Road by amending development regulations to require cross access, when feasible, for adjoining properties.

3.8 Coordinate with the Town of Davie and the City of Hollywood concerning the State Road 7 Master Plan to ensure a seamless transition of the built environment into the Westside, and to ensure that development on the east side of State Road 7 is compatible with development on the western edge of Westside.

3.9 Consider requiring development and redevelopment to bury power lines.


3.12 Update signage code to allow pedestrian signage in the back of the building, since that is where most of the local residents and automobile traffic will access the stores from.

recession we are currently experiencing. It is strongly recommended that the city conduct a demographic and economic study of the area with the 2010 data as soon as it becomes available. Use this data to determine the type of community facilities that are more appropriate for the local populations.

2.1 In order to provide additional landscaping in the median on Griffin Road, conduct a traffic study to analyze the effects of reducing the number of left turn lanes (but ensuring traffic speed is not increased) thereby increasing median width for planting area.

2.2 Coordinate with Broward County Highway Construction and Engineering Division to include landscaping in the Anglers Avenue right of way, as construction plans currently provide for no landscaping.

2.4 Create landscape, street furniture, lighting, signage and wayfinding design requirements, complementary to the CRA plan where applicable, for implementation on Anglers Avenue, Griffin Road and Stirling Road.

2.5 Create architectural standards for the Griffin Road Corridor to improve its appearance, create a sense of identity and, in addition, slow traffic by providing a visually interesting built environment. The intersection of Griffin Road and Anglers Avenue is a major node, and the standards should provide special consideration to this node.

2.6 Acquire easements for gateway features.


2.8 Coordinate with Broward County transit to provide a dedicated bus lane on Griffin Road for the long term.

2.9 Add land development regulations to ensure that new development and redevelopment proximate to transit stops provide direct pedestrian access from the building to the transit stop.

2.10 Coordinate with the City’s legal counsel and ensure that regulatory provisions are as stringent as possible concerning the amortization of existing billboards.

WESTSIDE MASTER PLAN RECOMMENDATIONS BY SUBAREAThe following recommendations have been formulated after a thorough analysis of the various issues and opportunities presented by the airport expansion alternatives; significant public input; and, development of conceptual plans for each of the alternatives. The recommendations are stated as goals with implementing action items, and arranged first by overall recommendations, which apply regardless of the expansion alternative. These overall recommendations will improve the safety, quality of life and aesthetic conditions, thereby contributing to economic development. Following the overall recommendations are recommendations for the north runway/no expansion alternative, and those are followed by the south runway expansion alternative.

Subarea 1

1.1 Advocate for the east-west transit alignment along Griffin Road as shown in the Central Broward East-West Transit EIS study.

1.2 Coordinate with Broward County Highway Construction and Engineering Division to slow traffic on Griffin Road by creating a more pedestrian friendly cross-section for the street through median landscaping, relocation of sidewalks and placement of street trees between the roadway and sidewalk.

1.3 Coordinate with Broward County to strategically locate transit stops to take advantage of pedestrian serving retail.

1.4 Coordinate with Broward County to provide real time transit arrival information at transit stops so that pedestrians and retail patrons can assemble at transit stops immediately prior to transit arrival.


3.12 Update signage code to allow pedestrian signage in the back of the building, since that is where most of the local residents and automobile traffic will access the stores from.

4.7 All demographic data and projections available are based on the 2000 census. Also the housing data that is based on projections from the 2000 census does not take into account the effect of the

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10.1 Because aircraft noise will severely affect residents north of Griffi n Road, develop a plan to address relocation and compensation, and coordinate with FAA and Broward County to fund and implement the program.

10.2 Seek a special area designation and/or brownfi eld designation for land affected by 65+ DNL to facilitate redevelopment of the area with uses that are noise compatible and consistent with the Master Plan.

10.3 Because the DNL noise contours do not refl ect the impact of aircraft single events, assess the noise impacts on residential areas within areas that are outside the 65 DNL after the extended south runway is fully operational.



Subarea 2

1.1 Advocate for the east-west transit alignment along Griffi n Road as shown in the Central Broward East-West Transit EIS study.


2.6 Acquire an easement for gateway feature.


2.8 Coordinate with Broward County transit to provide a dedicated bus lane on Griffi n Road for the long term.



6.5 Identify funding sources and undertake shoreline restoration at Cozy Cove Park.


6.7 Establish a construction waste recycling program before redevelopment occurs to facilitate and encourage sustainable redevelopment.

6.8 Identify and take advantage of state and federal incentives and grant programs for energy conservation and effi ciency, and alternative and renewable energy technologies.

7.1 Where appropriate, provide opportunities for additional commercial fi shing activity in the City’s waterways.


North Runway Expansion/No Expansion Subarea 1

8.1 Prepare a circulation plan, including funding and implementation strategies, to provide better connectivity and, therefore, a more traversable and accessible community.

South Runway Expansion Subarea 1

9.1 Develop a strategy to move forward to amend the City’s Future Land Use Map to refl ect the land uses recommended for South Runway expansion in the Master Plan.


9.3 Design an area-wide storm water management plan to be implanted during redevelopment, and encourage water conserving techniques such as pervious pavement and rainwater harvesting.




4.4 Determine the feasibility and, if appropriate, identify funding sources to acquire right-of-way to extend S.W. 27th Avenue to create a complete connection.

4.5 Where feasible, obtain easements to connect streets between existing dead end streets for better connectivity.

4.6 Identify appropriate funding sources to acquire and demolish dilapidated structures to encourage and maintain a high standard of aesthetics.

5.1 Coordinate with Broward County for implementation of the recreational trail facility along the FPL easement, consistent with the Broward County Greenways Master Plan.

5.2 Develop a sidewalk or pedestrian path master plan, including implementation and funding sources, for safe and better connectivity throughout the community north and south of Griffi n Road.

5.3 Consider providing additional vehicular access to P.J. Meli Park and, if appropriate, identify funding for right-of-way acquisition.

5.4 Develop a master plan, including funding sources and implementation, to provide additional neighborhood parks and community serving facilities.

5.5 Coordinate with Broward County to relocate the Coroner’s offi ce to a non-residential area and reuse the site for a community-serving use.



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6.8 Identify and take advantage of state and federal incentives and grant programs for energy conservation and efficiency, and alternative and renewable energy technologies.

7.1 Where appropriate, provide opportunities for additional commercial fishing activity in the City’s waterways.



No action necessary


No action necessary

10.2 Seek a special area designation and/or brownfield designation for land affected by 65+ DNL to facilitate redevelopment of the area with uses that are noise compatible and consistent with the Master Plan.



11.2 Encourage design related industries, including DCOTA, to expand within the study area, south of Old Griffin Road.

11.3 Encourage marine and airport dependent uses for the area between the Dania Cut-off Canal and Griffin Road in Subarea 2.

Subarea 3


2.3 Identify resources to provide “water wise”, business-friendly landscape features on State Road 84 to create a stronger sense of identity for the corridor.

2.4 Create landscape, street furniture, lighting, signage and wayfinding design requirements, for implementation on State Road 84.



3.9 Consider requiring development and redevelopment to bury power lines.3.10 Update zoning regulations to include enhanced landscaping and screening provisions for the Marina Mile area.










6.8 Identify and take advantage of state and federal incentives and grant programs for energy conservation and efficiency, and alternative and renewable energy technologies.


No action necessary


9.1 Develop a strategy to move forward to amend the City’s Future Land Use Map to reflect the land uses recommended for South Runway expansion in the Master Plan.



10.1 Because aircraft noise will severely affect residents in Subarea 2, develop a plan to address relocation and compensation, and coordinate with FAA and Broward County to fund and implement the program.

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Economic Development Transportation Fund

This is an incentive tool designed to alleviate transportation problems that adversely impact a specific company’s location or expansion decision. The elimination of the problem must serve as inducement for a specific company’s location, retention or expansion project in Florida, and create or retain job opportunities for Floridians.

State Revolving Fund Loan Program

For project planning and designing for wastewater and storm water projects.

WaterSIP Grant Program

From the South Florida Water management District for rain harvest irrigation, water wise landscape (irrigation efficiency). The applicant for this grant is expected to match at least 50% of the funds that are made available.

Alternative Water Supply Funding Program

Cities, utilities, homeowners associations, community development districts and other water users and suppliers can be awarded up to 40 percent of a project’s construction costs, based on total funding available and project type.

Triple bottom line funds

As the South Florida Smart Growth Fund can be used for funding development that develops in an environmentally friendly way.

Florida Green Communities Initiative

Assists developers who are committed to building green affordable housing by providing grants, technical assistance and flexible low-cost financing.

The Florida Recycling Loan Program

The program, administered by Florida First Capital Finance Corp. (FFCFC) for the Department of Environmental Protection, provides below-market financing for companies that manufacture products from recycled materials or convert recyclable materials into raw material for use in manufacturing.

Derelict vessel removal grant program

This program is designed to serve local governments by assisting with their cost to remove derelict vessels from public waters of the state.

Office of Greenways and Trails

The program is a part of Florida Forever and provides funding for the acquisition of projects that help establish Florida’s statewide network of greenways and trails.

Recreational Trails Program

Is a competitive program that awards grants for projects that provide, renovate or maintain recreational trails, trailhead and trailside facilities.

Coastal Partnerships Initiative Grants

The Florida Coastal Management Program provides financial support to local governments and non-profit organizations for projects that benefit, revitalize and provide access to coastal resources. Selected projects plan or implement activities in four program areas: public access, remarkable coastal places, working waterfronts, and community stewardship. The annual solicitation for Coastal Partnership Initiative proposals is published in the Florida Administrative Weekly each September or October.

Total Maximum Daily Load Water Quality Restoration Grants

If a master storm water drainage project was undertaken for the area north of Griffin Road in the case of south runway expansion, this grant may be worth investigating. These funds are restricted to projects that reduce pollutant loadings to water bodies. These funds primarily are used for stormwater retrofitting projects undertaken by local governments.

Transportation Enhancement Program

The following activities in Westside may be eligible for funding under the Transportation Enhancement Program: facilities for pedestrians and bicycles, safety and educational activities for pedestrians and bicyclists, landscaping and other scenic beautification, control and removal of outdoor advertising, and environmental mitigation. The program is not a grant program, rather projects are undertaken by project sponsors, and eligible costs are reimbursed.

Funding the improvements

It is plain that if the south runway expansion occurs, the magnitude of redevelopment will be much greater than the north runway expansion. In both cases however there will be a need for funding the redevelopment programs that the City chooses to implement.

There are several state, federal and county programs that are available in addition to public-private partnership opportunities. A few of them are listed below:

New Markets Tax Credits

The City can use funds made available through this program to fill gap in a project’s financing and Reduce risk of project by reducing capital cost.

Enterprise Florida Inc. (EFI)

EFI is a public-private partnership devoted to state-wide economic development. City can apply for direct financial incentives to promote business and industries locating in the Westside.

Community Development Block Grant Program

For several Westside projects such as parks and recreation, drainage improvements, Brownfields Economic Development Incentive, street improvements, and economic development activities.

Private Activity Bonds (PABs)

PABs can be used to encourage new manufacturing industries specifically marine or marine dependent industries to locate in the Westside.

Florida Recreation Development Assistance Program

To acquire vacant parcels for the purpose of providing additional parks in Westside as well as bike/multi use trails along FPL easement as recommended in the Broward County Greenways program.

Land and Water Conservation Fund Program

For the same purpose as mentioned in Florida Recreation Development Assistance Program. It should be noted that this is a competitive program.

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The Brownfield Redevelopment Bonus Refund

Is available to encourage Brownfield redevelopment and job creation, if the City applied for a Brownfield designation for the area in 65+ DNL.

State Energy Program (SEP) Funds

Several funds available for encouraging development that use alternative sources of energy such as solar panels, solar water heaters etc.


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Provide a Variety of Transportation Choices

Providing people with more choices in housing, shopping, communities, and transportation is a key goal of smart growth. The Westside Master Plan recommends provision of bikeways and sidewalks along all major roadways, with linkages along local roads. It also recommends that the City actively pursue a transit route along Griffin Road with the possibility of a dedicated bus lane in the future. The development form along the corridor is also recommended to be transit friendly.

Strengthen and direct development towards existing communities

Smart growth directs development towards existing communities already served by infrastructure, seeking to utilize the resources that existing neighborhoods offer, and conserve open space and irreplaceable natural resources on the urban fringe. The biggest emphasis of the Westside Master Plan is redevelopment of the Griffin Road corridor along with supporting the marine and tourism related development along SR 7 and Ravenswood Road/Anglers Avenue. All of these corridors have existing business communities.

Take Advantage of Compact Building Design

Smart growth provides a means for communities to incorporate more compact building design as an alternative to conventional, land consumptive development. While the Westside Master Plan recommends increasing the depth of land use designations adjacent to the Griffin Road corridor to allow for more meaningful development, it does not preclude the concept of compact building design. By allowing buildings to be slightly taller, allowing mixed use and encouraging sustainable building practices, the Westside Master Plan hails compact building design.

Create distinctive neighborhoods, development and buildings with a strong sense of place

Smart growth encourages communities to craft a vision and set standards for development and construction that respond to community values of architectural beauty and distinctiveness, as well as expanded choices in housing and transportation. The Westside Master Plan recommends preservation of the integrity of existing neighborhoods by ensuring adequate buffer or transition from redevelopment while providing inter-connectivity.

Make development decisions more predictable, quicker and cost effective

For a community to be successful in implementing smart growth, it must be embraced by the private sector. The Westside Master Plan recommends that a corridor wide land use plan amendment is undertaken by the City, to eliminate the burden from individual property owners. It also recommends that land development regulations for corridor redevelopment be framed such that the need for case-by-case interpretation of development regulations is minimized.

Promote mix land uses serviced by a variety of transportation modes

Smart growth supports the integration of mixed land uses into communities as a critical component of achieving better places to live. Much of Westside is already built out. The areas that are affected by the runway expansion are considered to be unfriendly to single family residential uses. Therefore, the plan encourages a mix of uses along the south side of Griffin Road.

Preserve and create open space

Open space preservation supports smart growth goals by bolstering local economies, preserving critical environmental areas, improving a community’s quality of life, and guiding new growth in existing communities. The Westside Master Plan recommends preservation of existing parks and provision of pedestrian access to them. It also recommends provision of additional parks in some neighborhoods.

CONCLUSION

The Westside Master Plan places the City in a proactive position to address any airport eventuality. The plan goes far beyond the airport issue, however, and sets the stage for the Westside to experience strengthened neighborhoods, positive economic development and sustainable redevelopment.

The City of Dania Beach is committed to setting the framework for positive and sustainable redevelopment throughout the City. In addition to being a signatory to the U.S. Conference of Mayors Climate Protection Agreement, the City has recently adopted a community redevelopment plan that includes sustainable initiatives; a plan that is based on smart growth principles. In addition, the City’s new unified land development regulations also promotes sustainable building practices. To align with the City’s smart growth and sustainable development commitment, the Westside Master Plan is also based on smart growth principles. A brief discussion of the smart growth principles and how the Westside Master Plan accomplishes them follows.

Provide a range of housing opportunities and choices

The Westside study area promotes the establishment of quality housing for people of all income levels by encouraging a residential component in the Griffin Road corridor redevelopment.

Create walkable community designs, neighborhoods and developments

Walkable communities are desirable places to live, work, learn, shop and play. The Westside Master Plan places emphasis on the provision of pedestrian infrastructure and connectivity.

Encourage community and stakeholder collaboration

Growth can create great places to live, work and play -- if it responds to a community’s own sense of how and where it wants to grow. The Westside Master Plan is the result of eight stakeholder meetings, and proposes strategies for marrying the community’s short term desires to the long-term development potential for the area.

CONCLUSION

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